ARP Automotive Racing Catalog

2011 Catalog
The World Leader In Fastener Technology

Stock Replacement
Rod Bolts
pages 32-36, 72-74
Harmonic Balancer
Bolts - page 58
Camshaft Bolts
page 59
Flywheel/Flexplate
Bolts - pages 64-65
Valve Cover Bolts
& Studs - pages 50, 62
Header Studs
& Bolts - page 51
Thermostat
Housing Bolts
pages 56, 61
Rocker Arm
Adjusters - page 49
Rocker Arm Studs - page 48
Aftermarket Replacement
Rod Bolts- page 30-31
ASSEMBLE YOUR ENGINE
THE RIGHT WAY WITH
ARP FASTENERS!
Front Cover
Studs - page 53
Water Pump
Bolts - pages 53, 61
HI-PERFORMANCE
FOR COMPETITION
Distributor Hold-Down
Studs - pages 57, 60
Wheel Studs
pages 68-69
4 800-826-3045
Torque Converter
Bolts - page 65
Intake Manifold
Bolts - pages 55, 62, 70
Drive Plate
Bolts - page 68

FASTENERS
AND STREET
Header Studs
& Bolts -
page 51
Air Cleaner
Studs - page 56
Main Studs &
Bolts - pages 45-47, 77
1863 Eastman Avenue
Ventura, CA 93003
web: arp-bolts.com
arpdiesel.com
e-mail: info@arpfasteners.com
phone: 805-339-2200
fax: 805-650-0742
800-826-3045
800-
© 2011 Automotive Racing Products, Inc.
Carburetor
Studs - pages 55, 71
Head Studs & Bolts -
pages 37-44, 75-76
All Rights Reserved. “ARP”, the ARP logo,
Wave-Loc, Perma-Loc, ARP2000, ARP3.5 and ARP
Ultra-Torque are registered trademarks of Automotive Racing
Products, Inc. All other trademarks are property of their respective owners.
INDEX
Accessory rear cam drive .........................................54
Air cleaner studs .......................................................56
Alternator bolts .........................................................61
Alternator studs .................................................. 60, 71
Apparel .....................................................................99
Assembly lube ..........................................................93
Bellhousing stud kits .......................................... 54, 66
Blower studs .............................................................57
Brake hat bolts ................................................... 67, 70
Bulk fastener bins.....................................................86
Camshaft bolts ..........................................................59
Cam sprocket bolt kits ..............................................78
Carburetor float bowl bolts .......................................57
Carburetor studs ................................................. 55, 71
Carrier fasteners ...................................................... 67
Chrome moly bolt 5-packs ..................................79-85
Clutch cover bolt kits ................................................65
Coil bracket bolts ................................................ 56, 60
Cylinder head bolts ..............................................43-44
Distributor studs ................................................. 57, 60
Drive pins ..................................................................68
Drive plate bolts ........................................................68
Engine accessory kits ...............................................63
Flexplate bolts ..........................................................65
Flywheel bolts ..........................................................64
Front cover bolts and studs ......................................53
Front mandrel bolts ..................................................71
Fuel pump bolts .................................................. 53, 61
Fuel pump pushrods .................................................58
General purpose nuts ..........................................87-88
General purpose washers .........................................91
Harmonic balancer bolts ..........................................58
Head bolts ......................................................43-44, 76
Head studs ............................................... 37-44, 75-76
Header bolts & studs ................................................51
Hex nuts ....................................................................88
Insert washers ..........................................................92
Intake manifold bolts .................................... 55, 62, 70
Main studs & bolts .........................................45-47, 77
Metric exhaust/accessory studs ...............................78
Motor mount bolts .............................................. 53, 66
Nyloc nut 5-packs .....................................................88
Oil pan bolts & studs........................................... 52, 62
Oil pump drives .........................................................59
Perma-Loc adjusters ................................................49
Plate nuts ..................................................................89
Porsche specialty fasteners .....................................78
Pressure plate bolts ..................................................65
Rear end cover bolts .................................................66
Ring compressors .....................................................96
Ring gear bolts .........................................................67
Rocker arm studs .....................................................48
Rod bolt extensions ..................................................95
Rod bolt stretch gauge .............................................96
Rod bolts .................................................. 30-36, 72-74
Spark plug indexer ...................................................95
Special purpose washers ....................................90-91
Stainless steel bolt 5-packs ................................80-85
Stand-off brackets ....................................................92
Starter bolts ..............................................................54
Thermostat housing bolts ................................... 56, 61
Thread chasers .........................................................95
Thread sealer ............................................................94
Torque converter bolts ..............................................65
Torque specs .......................................................24-26
Transmission pan bolts .............................................65
Valve cover bolts & studs ................................... 50, 62
Water pump bolts ............................................... 53, 61
Weld bungs ...............................................................92
Wheel studs .........................................................68-69
Rod Bolts
pages 30-36
replacement and aftermarket
cylindeR head
pages 37-44, 48-51, 75-76
Head studs & bolts, rocker arm studs
& adjusters, valve cover & header
engine Block
pages 45-47, 52-54
Main studs & bolts, oil pan & pump,
front cover, water pump
intake system
pages 55-57
Manifold bolts, carb, air cleaner &
blower studs, coil, distributor
engine components
pages 58-59
Cam, harmonic damper bolts,
fuel pump pushrod, oil pump
accessoRies
pages 60-63
Complete bolt kits, individual bolts
from intake to oil pan
dRiveline
pages 64-68
Flywheel, flex & pressure plate,
converter, rear end, wheel studs
nascaR specialties
pages 69-71
Special fasteners for NASCAR
competition
spoRt compact
pages 72-78
Rod bolts, head bolts & studs, main
bolts & studs, cam & accessory studs
Bulk fasteneRs
pages 79-92
Bolt 5-packs, washers, nuts, bulk bins
weld bungs, stand-off brackets
tools
pages 93-97
Rod bolt extenders, stretch gauge,
ring compressors, thread chasers
appaRel
page 99

the company
4
A Brief History
They say that to be successful you must identify a need
and satisfy it. Back in 1968 racing enthusiast Gary Holzapfel
saw that many of his friends’ broken engines were caused
by fastener failure. At the time, there were no commercially
available studs and bolts up to the challenge. So Holzapfel
called upon his many years of fastener
making experience for a leading aerospace
subcontractor and founded ARP ®
(Automotive Racing Products). In
the ensuing years, the firm has grown
from what was literally a backyard
garage workshop into a highly diversi-
Gary Holzapfel
Founder and CEO
fied manufacturer with five operational
entities in Southern California with
a combined area in excess of 148,000
square feet. These include forging, machining, finishing and
packaging/warehousing facilities in Santa Paula and Ventura,
California. There is even a unique racing-themed restaurant at
the main Santa Paula facility (called “Hozy’s Grill” - which is
open to the public).
ARP’s state-of-the-art manufacturing facility in Santa Paula.
Packaging, warehousing and sales operations are handled out of Ventura.
ARP’s new forging facility in Santa Paula, California.
On hand at the Grand Opening of ARP’s new manufacturing facility
in Santa Paula, CA were (l to r) 12-time NHRA World Champ
John Force, ARP’s VP Sales & Marketing Bob Florine, Founder and
CEO Gary Holzapfel, Assistant Sales Manager Chris Raschke and
ARP President Mike Holzapfel.
Today, ARP’s product line contains thousands of part
numbers, and has expanded to include virtually every fastener
found in an engine and driveline. These range from quality
high performance OEM replacement parts to exotic specialty
hardware for Formula 1, IndyCar, NASCAR and NHRA drag
racing and marine applications.
As a matter of fact, ARP’s customer list reads like a “who’s
who” of motorsports around the world. In the past several
years, virtually every major championship on the planet has
been won with engines prepared by ARP customers. These
include NASCAR Sprint Cup, IRL, Formula 1, NHRA Top
Fuel, Funny Car & Pro Stock, NASCAR Nationwide Series
and Camping World Truck Series. And so it goes. ARP works
closely with many, many teams as a supplier of engine and
driveline fasteners, and has clearly become recognized as “the”
preeminent source for serious racers.
In addition to its core automotive business, ARP has an
Aerospace Division, and is one of the very few companies in
the world fully licensed by the United States Government to
manufacture MS-21250 fatigue rated fasteners.
ARP also manufactures a variety of industrial fasteners on a
contract basis, and is known for its ability to promptly provide
efficient solutions to problems at hand.
All metal finishing operations are done in this Santa Paula plant.
This facility is home to ARP’s heat-treating operations.
800-826-3045

The Manufacturing Process…
In order to ensure optimum quality control, ARP has
grown to be exceptionally self-reliant and now controls
all aspects of the manufacturing process. All operations
are performed in-house and closely monitored. This is
how ARP has been able to establish a reputation for “zero
defects” quality throughout the industry.
The process begins right at the mill, where ARP orders
only premium grade materials including several proprietary
alloys. The ever-popular 8740 chrome moly steel, for
example, comes from the mill in four distinct grades. The
lowest is “commercial,” which is followed by “aircraft quality.”
ARP uses only the top two grades (SDF and CHQ), which
cost twice as much, but provide the foundation for defect-free
fasteners. These materials come in bar stock (for studs) and
huge coils (for bolts).
Transforming raw material into a fastener begins with
“hot” and “cold” heading processes. Material is fed into powerful
devices and cold forged, or induction-heated and formed
under tons of pressure.
ARP’s bank of cold-headers can handle material up to 5/8˝ diameter
and form bolts in a multi-phase operation.
An overview of part of ARP’s expansive machining operations. The shop
is laid out for optimum efficiency.
800-826-3045
Material comes from the
mill in large coils...which
subsequently will be fed into
cold-headers and formed into
bolts.
Some bolts begin as induction-heated lengths of
bar stock that are forged on huge presses with the
desired head shape.
Lengths of bar stock are automatically fed into special machines and
cut to the appropriate length.
the company
5

the company
6
Following the basic shaping, material is heat-treated to
desired levels. This crucial process is done entirely in-house
to assure total quality control. ARP uses special vertical racks
to hold each piece individually and assure complete 360° penetration.
This is far superior to commonly-used methods of
dumping items into a large bin and batch-treating.
Studs are centerless ground to guarantee concentricity.
The thread rolling operation (to MIL-S-8879A specs) is done
after heat-treat, which accounts for a fatigue strength up to
ten times higher than fasteners which are threaded prior to
heat-treat.
ARP manufactures nuts in a multi-step process that begins
with raw material being fed into a giant forming device that
“blanks” the hex and 12-point nuts and continues with highly
sophisticated automated threading equipment tapping each
nut with an accuracy of .001˝ (which is five times higher than
the aerospace standard). This ensures an exceptionally closetolerance
fit between the bolt/stud and nut.
Metal finishing is also performed in-house at ARP.
Operations include black oxide coating of chrome moly or
polishing stainless steel to a brilliant luster.
A series of CNC-threading machines are employed by ARP to accurately tap the threads in
nuts. Tolerances held are 5 times better than aerospace standards.
Heat-treating is critically important in obtaining the correct tensile strength.
Fasteners are placed in special vertical racks to ensure complete 360˚ penetration.
The Grinding Department is where all studs are centerless ground to
ensure that they are perfectly concentric. As many as ten machining
steps are required to achieve this level of accuracy.
Powerful cold-forging equipment is used to make
ARP’s hex and 12-point nuts. Multi-stage dies are
employed to precision-form the finished “blanks.”
ARP performs the thread
rolling operation after
heat-treating, which results
in a fatigue strength up to
10-times higher than fasteners
with threads rolled prior
to elevating the material’s
tensile strength.
800-826-3045

Also on the premises is a fully-equipped lab for R&D and
quality control. It has everything required to ensure that ARP
products measure up to the company’s ultra high standards.
Some of the tests that ARP personnel perform on a daily basis
include proof loading (using a 120,000 lb. capability tensile
machine), fatigue cycle (Amsler) and hardness (Rockwell).
Visual inspections include use of an optical comparator (to
check thread root contour, etc.), fixtured micrometers and
microscopic grain flow analysis. The computer-controlled
fatigue cycle testers allow ARP to take fasteners to a failure
point in millions of cycles – as opposed to the aerospace norm
of 65,000 average to 130,000 cycles maximum. This allows
ARP engineers to verify the design specifications of each
fastener, and prove its ability to provide superior long-term
service.
Finished products are packaged and warehoused in ARP’s
Ventura facility, which is also home to the firm’s customer
service, technical and sales office.
Fasteners are shot-peened after heat-treatment to improve overall
external integrity.
800-826-3045
Contemporary EDM
technology is used to
perform special operations,
such as hex-broaching
the nose of a unique
short-run fastener
A bank of CNC machining centers are
employed at ARP to perform specialty
operations.
ARP’s popular stainless steel engine & accessory fasteners are polished to
a brilliant luster using this specialized equipment.
The finishing touch for most chrome moly fasteners is the black oxiding
operation. Fasteners go through a series of “baths.”
the company
7

the company
8
Behind The Scenes
There are a number of important elements in the production
of specialty fasteners, not the least of which are materials,
design and manufacturing. As you read further into this
catalog, you will get a better idea of the extraordinary steps
taken by ARP to produce the very finest products of their
kind on the market today. The key to success in all areas is
personnel. And here’s where ARP’s cadre of highly qualified
and dedicated specialists shines brightly.
Two valuable resources in the design of ARP products are
Dr. Kenneth Foster and Russell Sherman, P.E. Both men have
extensive backgrounds in mechanical engineering, metallurgy
and stress analysis. Their academic credentials are substantial,
and real world experience equally impressive. Dr. Foster has
a Ph.D. in Engineering Mechanics from Cornell University
and has taught at several colleges. He was formerly the head
of Stress & Dynamics at Hughes Aircraft, Space Systems
division. Mr. Sherman has been awarded a fellowship from
A.S.M. International, a technical achievement award from
Fastener Technology International, and holds a number of
fastener patents.
High powered magnifiers are used to carefully inspect critical components.
ARP’s quality control team is relentless!
A computer-controlled Instron tensile machine is used to determine
the ultimate tensile strength of studs and bolts.
Kenneth Foster, PhD
Consulting Engineer
Russell Sherman, P.E.
Consulting Engineer
Robert Logsdon
Q.C. Consultant
Some of the most valuable work done by Foster and
Sherman includes analyzing various aspects of engine, chassis
and driveline structural loads, and coming up with solutions to
the problems at hand. In this manner, the ARP Research Team
is able to continually expand the company’s product line.
ARP has added Robert Logsdon to its cadre of consultants.
He comes to ARP with vast experience in the area of Metrology,
Quality Control, Manufacturing, Acquisition and Configuration
Management. Logsdon is a graduate of the U.S. Naval Academy
of Metrology Engineering, the Defense Management College
A series of special checking devices are employed to monitor
the quality of threads. For every thread size, there is a checking device.
ARP has two of these highly sophisticated Amsler fatigue machines,
which check fasteners through millions of cycles.
800-826-3045

and U.S. Air Force Institute of Technology. Additionally, ARP
has one of the industry’s most complete in-house R&D/QC
facilities and a wide variety of testing equipment. Through the
combined efforts of Logsdon and ARP’s management team, the
ISO 9001 Level 1 (Quality Manual), Level 2 (Quality System
Procedures) and Level 3 (Work Instructions) documentation
has been finalized and is being implemented. ARP is now ISO
9001 and AS9100 registered.
ARP also enjoys a solid working relationship with many of
the most respected professional engine builders and race teams
from the world over – including those involved in Formula 1,
NASCAR, NHRA, IHRA, World of Outlaws and a host of
others. Constant interaction with these racing experts to provide
fasteners for a wide variety of competition applications
enables ARP to stay on the cutting edge of fastener technology
development.
You will find ARP fasteners sold by leading performance
retailers and professional engine builders from coast to coast.
These firms know that ARP fasteners are the standard of the
industry, and smart consumers will accept no substitutions. As
you can see, all ARP fasteners are proudly made in the USA
The finished goods are given a protective coating and stored in sealed
containers, awaiting packaging. Millions are in stock!
After final packaging the kits are placed in storage racks and are ready
for order fulfillment. Thousands of SKU’s are warehoused.
800-826-3045
to the industry’s highest standards. ARP also supports racers
through generous contingency awards programs with many
racing programs. ARP is a long-time NHRA Major Sponsor.
What ARP Can Do For You
In addition to manufacturing a comprehensive array of
cataloged fasteners for automotive and aerospace applications,
ARP thrives on the challenges of developing fasteners to solve
unique problems. Racers, Pro Street enthusiasts and street
rodders have, over the years, approached ARP about manufacturing
special fasteners for unique applications, and the
company has responded with innovative solutions.
ARP can provide complete R&D services, including metallurgical
research, product design, prototype machining and
extensive laboratory testing. Moreover, ARP has experience
manufacturing fasteners from a wide variety of materials. All
work can be performed under the strictest confidence. ARP
is well versed in facilitating proprietary research and custom
manufacturing for corporations the world over.
It is for good reason that ARP is recognized as “The World
Leader In Fastener Technology!”
ARP fasteners are prominently featured at leading performance retailers
worldwide.
Components for each kit are placed on the appropriate display cards,
sealed and labeled. Through-put has been significantly increased.
the company
9

fastener tech
10
John carroll smith: a tribute
There are many of us who can say we knew John Carroll
Smith in life.
Carroll Smith was known around the engineering shops
as a design and development engineer. He was known on
race circuits as a team manager, driver coach and racing
guru. And before that, he was known for his 30+ years of
racing experience, driving in SCCA events, as well as on circuits
in Europe including the Targa Florio and Le Mans.
Even more of us know Carroll Smith through his books.
His “To Win” series of books brought technical acclaim
as they became staples for amateur and professional racers,
while his “Engineer in Your Pocket” are today highly
regarded as engineering handbooks. We’re never surprised
to find his name on or featured in – books on race car
design, preparation, engineering and tuning.
Among his peers at the Society of Automotive Engineers,
he served as a judge for the Formula SAE competition.
One of his proudest honors was the Society’s Excellence in
Engineering Education award.
Carroll Smith was a race engineer and special motorsports
consultant with Automotive Racing Products for more than
decade. The pages of our catalog alone bear the mark of his
enormous contributions to our efforts.
Here at ARP, as elsewhere, Carroll Smith’s mission was
THE “AEROSPACE QUALITY” MYTH
In areas from hose ends to engine fasteners the terms
“Aerospace material and Aerospace Quality” have become buzz
words implying the very best in design, materials and quality
control.
“It isn’t necessarily so”, says Gary Holzapfel, founder and CEO
of Santa Paula, California based ARP, Inc. ARP (Automotive
Racing Products) supplies extremely high strength and fatigue
resistant threaded engine fasteners to NASCAR, IRL, NHRA
and Formula One engine builders and manufacturers. Holzapfel
explained his reasons in an interview with Carroll Smith.
Smith: “Gary, do you believe that the term “aerospace quality”
is over rated in the specialty fastener industry?”
“Yes I do. First of all, the term is meaningless. Any AMS
(Aerospace Material Specification) material must be matched
to the specific application. As an example, some airframe bolts
(AN3-20) are legitimate “aerospace parts” and are very well suited
for the low stress applications for which they were designed. But
with a minimum ultimate tensile strength of 125,000 psi, and
a relatively low temperature limit, they would be completely
unsuitable for use in a racing engine.
We started out in the aerospace fastener business and we
understand it. That’s why we’re not in it any longer. What is not
generally understood about aerospace fasteners is that the fastener
manufacturers do not design the product. The nuts, bolts and
studs are spec’d by the airframe or engine designers and put out
for bid. As long as the supplier certifies that the product meets
the minimum requirement of the specification and it passes the
customer’s inspection procedures, low bid wins.”
simple. He was determined to impart the encyclopedic
knowledge of racing and the machinery of racing that he
learned during those decades on the world’s racetracks,
around those shops and among his engineering peers.
He left us at ARP with a significant engineering inheritance.
Much of what we now know from Carroll will
ensure we remain the world leader in the field of racing
fasteners. It is our way of reciprocating for what he gave us
that we impart his expertise and experience in the form we
know best, superior engineered products.
As an engineer, Carroll Smith had successes in Formula
5000, numerous GT and sports car races, and with the
Ferrari Formula 1 team. He is best known, however, for
his work with Carroll Shelby and the Ford GT40 program
which he helped develop into a winner at Le Mans.
Ford has recently announced it is bringing back the
GT40, its signature race car and a vehicle which, even forty
years later, bears Carroll’s fingerprints. To those of us who
knew him in person and through his work, the return of the
GT40 is just another indicator of the enormous contribution
to race engineering that John Carroll Smith continues
to make, even after his passing.
Carroll Smith passed away at his California home on
May 16, 2003, from pancreatic cancer.
Smith: “Are you implying that the aerospace fastener manufacturers
cut corners in order to win contracts?”
“No, it’s a matter of manufacturing goals and simple economics.
The aerospace market is price dominated. In order to get the
contract, the fastener manufacturer’s goal is to meet the specification
at the least cost, not to produce the best possible part.
This means that they are going to use the least expensive steel
and manufacturing processes that will meet the specification.
There is nothing wrong with this approach.
It certainly does not mean that certified aerospace fasteners are
unsafe in any aspect. They will do the job for which they were
designed.
There is another factor. Airframe
and aircraft engine manufacturers
design their components to a
very high margin of safety. Further,
aerospace structures are designed to
be “fail safe.” There is a back up or
second line of defense for virtually
every structural component so that
an isolated failure will not lead to
disaster. They are also subjected to
frequent and rigorous inspections.”
Smith: “What’s different about
motor racing?”
“Quite a lot, really. While the
demands for strength, fatigue
resistance and quality control can
be similar, and the assembly and
inspection procedures in racing can
This spring was wound
from un-shaved
material.
It failed on the
seam line.
800-826-3045

ARP’s Mike Holzapfel and Russ Sherman discuss a fastener’s alloy.
be as rigorous as aerospace, in professional racing very few parts
are over designed and there are no fail safe features.
There are no back up provisions for component failure. A
failed (or even loosened) nut or bolt in a racing engine means
disaster - instant catastrophic failure. An expensive engine is
destroyed and a race is lost.
That is why random failures are unacceptable in motor racing,
and why aerospace standards should be only a starting point. This
means that a specialist in the production of high performance
engine fasteners must design and manufacture the very best fasteners
that can be produced.”
Smith: “So where does the production for a new racing
fastener begin?”
“The design process begins with the customer’s requirements
the operating conditions and loads to be expected, the packaging
constraints and the weight and cost targets. This allows us
to select the optimum material for the part, and to do the initial
mechanical design.
There is more to material selection than simply choosing the
best alloy. It means using only the cleanest and purest steel available,
which, in turn, means researching to identify the best and
most modern steel mills. It means working closely with the mills
both to insure consistent quality and to develop new and better
alloys.
5 stage
“Cold Header”
used in the production
of ARP bolts
800-826-3045
There are not only a
myriad of alloys to choose
from; but for each alloy there
are several grades of “aircraft
specification” steel wire from
which fasteners can be made.
We believe that only the top
(and most expensive) grade
– shaved-seamless, guaranteed
defect-free – is suitable for
racing engine applications.
We also believe that samples
from each batch should
be subjected to complete
metallurgical inspection.”
Smith: “How many alloys
do you work with?”
“We are currently produc-
ing fasteners from at least 10 different steel alloys
from 8740 chrome moly to the very high strength
chromium-cobalt-nickel alloys such as Custom Age
625+. We also use stainless steel and titanium. With
UTSs (Ultimate Tensile Strength) from 180,000 to
270,000 psi, we can suit the material to the job and
the customer’s cost restraints. We are continually
researching and experimenting with new alloys
and manufacturing processes – some with all
around better strength and fatigue properties.”
Smith: “Once the design work is done and
material has been selected, what’s
next?”
“Next comes the actual process of
manufacturing. It goes without saying
that all high strength bolts must have
rolled rather than cut threads, and that
the threads must be rolled after heattreatment.
But there is more to it. The old saying
to the effect of, “If you are doing something
in a particular way because that’s the way it has always been
done, the chances are that you are doing it wrong,” holds true in
fastener technology.
Technology advances, and we have to advance with it. All of
the manufacturing processes should be subject to continuous
experimentation and development. As an example, with some
alloys, cold heading produces a better product than hot heading,
and vice versa. The number and force of the blows of the cold
heading machine can make a significant difference in the quality
of the end product. Excessive numbers of blows can lead to voids
in the bolt head. ARP, in fact, holds significant patents on cold
heading procedures for the higher nickel and cobalt based alloys.
In a typical aerospace manufacturing process, these alloys are hot
headed from bars, reduced in diameter from 48 to 50% by cold
drawing, resulting in a hardness of about Rockwell C46 which
is too hard for cold heading. So, the blanks are locally induction
heated in a very narrow temperature envelope and hot headed.
If care is not taken the process can reduce the hardness of
the bolt head and the area immediately under it as much as 3
to 5 points on the Rockwell C scale. Subsequent heat-treatment
does not restore this partially annealed area to full hardness and
strength. Therefore, the final result can be a relatively soft headed
bolt. This process is not preferred by ARP.
Our patented process begins with a softer wire that can be cold
forged. The process work hardens the head and the under head
area to the desired hardness. We then power extrude the front end
to achieve the reduction and hardness in the shank resulting in a
bolt with even strength and hardness from end to end.
The same is true of thread rolling. Temperature and die speed
must be controlled and changed for different alloys. Many bolt
manufacturers who meet the Aerospace Specifications don’t come
close to meeting our standards. We consistently go beyond
standard aerospace specs.
Our concern with the manufacturing processes extends to the
details of heat-treating, shot-peening, fillet rolling and grinding
– down to the frequency of dressing the grinding wheels. In the
arena where aerospace standards are a starting point and random
failures are unacceptable, I feel ARP stands alone as a primary
11
the company

fastener tech
12
engineering and manufacturing source for specialty and custom
fasteners for use in motorsports.
It is important to realize that simply quoting an AMS
(Aerospace Material Specification) number without strength and
percentage of elongation numbers is meaningless. Statements that
the use of a particular material will, in itself, result in extreme
strength and resistance to fatigue can be misleading. In the world
of high strength alloys, whether they are used for bolts or for
landing gears, the manufacturing processes are at least as important
as the material specification.
Some in our industry claim to inspect materials at the “molecular”
level. In metallurgical terms, molecules are not necessarily
part of the vocabulary. Our engineers tell us that talking about
molecules is misleading. When reference is made to metal, it is
typically in terms of atom structures. We routinely check metallurgical
features microscopically. By the way, the same is true for
claims of manufacturing to “zero tolerance.”
“Our engineers tell us that this is technically unrealistic.”
Smith: “How does the actual process work at ARP?”
“For each new design, we produce a number of prototype
parts using different design aspects and sometimes different
methods.
We inspect and test after each process, choose the best design
and method of manufacture, and then freeze the design and write
the manufacturing specification.”
Smith: “You have mentioned the importance of fatigue
resistance. Is there a difference in the procedures for
strength and fatigue testing between aerospace and the
specialty racing industry?”
“Yes. While the ultimate tensile strength testing is the same,
fatigue testing is different. Aerospace fasteners are fatigue tested
to the relevant specification of fluctuating tension load and
number of cycles typically 130,000 cycles with the high tension
load at 50% of the UTS and the low load at 10% of the high
load. If all of the test samples last 85,000 cycles (per AMS 5842-
D), the lot is accepted.
Even though racing fasteners are not continuously subjected
to their maximum design load, at 18,000 rpm, 100,000 cycles
takes just 5 minutes, thirty-four seconds. Except for drag racing,
measured in seconds, no race lasts just 5 minutes. Therefore we
consider this Aerospace Standard to be inadequate. At ARP, we
fatigue test to elevated loads (10% above aerospace requirements)
and to a minimum cycle life that exceeds 350,000 cycles. The
majority of samples are routinely tested to one million cycles.
During material development...and in the case of extremely critical
new designs, we test to destruction.
Thread rolling is the last mechanical operation in our manufacturing
process. For each production run the thread rolling
machine is shut down after a few parts. These parts are inspected
for dimensional accuracy and thread quality, and are physically
tested for both strength and fatigue before the run is continued.
Random samples are inspected and tested throughout the run.
Extremely critical components are individually inspected for
dimensional integrity.”
Smith: “What about out sourcing?”
“Economics often dictate that many processes in the manufacture
of aerospace fasteners are out sourced or farmed out. In
fact, 30 plus years ago, ARP began as an out source thread rolling
shop.
Over the years, however, we have found, through experience,
that the only way to maintain the quality we require is to keep
everything in-house. From heading through machining, grinding,
heat-treat, thread rolling, and shot-peening to black oxide
treatment we perform every operation in house on our own
equipment with our own employees.”
Smith: “Gary, One of the things that I am hearing is that
every aspect of the manufacture of racing engine fasteners
is more expensive than that of similar aerospace items.”
“True, but the bottom line is that we have to look at the cost
aspect of the very best fastener versus the cost aspect of a blown
engine and a lost race. In the end, the manufacturing of fasteners
for racing comes down to a matter of attitude; a refusal to accept
published standards and procedures as the best that can be done
and most of all a determination to learn and to make still better
products.”
800-826-3045

There are literally hundreds of standards and specifications. For all types of applications, from bridges to spaceships. None are, however,
as critical as those required for real-world motorsports applications. In an environment where lighter is faster there is clearly no room for
redundancy systems, like those found in military and aerospace applications. The mere nature of Motorsports requires designers to produce
fasteners that are light; yet produce toughness, fatigue and reliability factors that extend far beyond other acknowledged application standards.
The design and production of fasteners, exclusively for racing, clearly involves many complex factors. Some so special no standards or design
criteria exist; and so everyone at ARP is totally dedicated to the development and analysis of appropriate bolt designs exclusively for special
applications. Designs that take into account the special loads and endurance that must be carried, the material selection, processing, and the
methods of installation that will continue to deliver ARP quality and reliability.
The focus of the following material, prepared by the ARP engineering staff, could be called:
“MOTORSPORTS FASTENER ENGINEERING for the NON-ENGINEER.”
It is hoped that by providing an overview of the engineering, design and production forces ARP applies daily, you –
as the end user – will be better equipped to evaluate your initial fastener requirements, effectiveness and performance.
DESIGN PROCEDURES for AUTOMOTIVE BOLTS
Presented by Dr. Kenneth Foster, PhD
The design of automotive bolts is a complex process, involving
a multitude of factors. These include the determination of operating
loads and the establishment of geometric configuration. The
process for connecting rod bolts is described in the following
paragraphs as an example.
The first step in the process of designing a connecting rod bolt
is to determine the load that it must carry. This is accomplished
by calculating the dynamic force caused by the oscillating piston
and connecting rod. This force is determined from the classical
concept that force equals mass times acceleration. The mass
includes the mass of the piston plus a portion of the mass of the
rod. This mass undergoes oscillating motion as the crankshaft
rotates. The resulting acceleration, which is at its maximum value
when the piston is at top dead center and bottom dead center,
is proportional to the stroke and the square of the engine speed.
The oscillating force is sometimes called the reciprocating weight.
Its numerical value is proportional to:
It is seen that the design load, the reciprocating weight,
depends on the square of the RPM speed. This means that if the
speed is doubled, for example, the design load is increased by a
factor of 4. This relationship is shown graphically below for one
particular rod and piston.
800-826-3045
A typical value for this reciprocating weight is in the vicinity
of 20,000 lbs. For purposes of bolt design, a “rule of thumb” is to
size the bolts and select the material for this application such that
each of the 2 rod bolts has a strength of approximately 20,000 lbs.
(corresponding to the total reciprocating weight). This essentially
builds in a nominal safety factor of 2. The stress is calculated
according to the following formula:
so that the root diameter of the thread can be calculated from
the formula:
This formula shows that the thread size can be smaller if a
stronger material is used. Or, for a given thread size, a stronger
material will permit a greater reciprocating weight. The graph
(see page 14) shows the
relationship between
thread size and material
strength.
It must be realized
that the direct reciprocating
load is not the
only source of stresses in
bolts. A secondary effect
arises because of the
flexibility of the journal
end of the connecting
rod. The reciprocating
load causes bending
deformation of the bolted
joint (yes, even steel
deforms under load).
This deformation causes
bending stresses in the
bolt as well as in the
rod itself. These bending
stresses fluctuate
“H” beam-deformed.
Total translation
contours.
For loading in
tension due to
acceleration forces
at 8000 RPM
13
fastener tech

fastener tech
14
from zero to their maximum level during each revolution of the
crankshaft.
The next step is to establish the details of the geometric configuration.
Here the major consideration is fatigue, the fracture
that could occur due to frequent repetition of high stresses, such
as the bending stresses described above. Several factors must be
considered in preventing fatigue; attention to design details is
essential.
Fatigue failure is frequently caused by localized stress risers,
such as sharp corners. In bolts, this would correspond to the
notch effect associated with the thread form. It is well known that
the maximum stress in an engaged bolt occurs in the last engaged
thread. By removing the remaining, non-engaged threads, the
local notch effect can be reduced. This leads to the standard
configuration used in most ARP rod bolts: a reduced diameter
shank and full engagement for the remaining threads. Providing
a local fillet radius at the location of the maximum stress further
reduces the local notch effect. Thus this configuration represents
the optimum with respect to fatigue strength.
The reduced diameter shank is helpful in another sense. It
reduces the bending stiffness of the bolt. Therefore, when the bolt
bends due to deformation of the connecting rod, the bending
stresses are reduced below what they would otherwise be. This
further increases the fatigue resistance of the bolt. A typical bolt
configuration is shown below.
Once the bolt configuration has been established, the manufacturing
process comes into play. This involves many facets,
which are discussed in detail elsewhere. Here, however, one process
is of primary interest. With respect to bolt fatigue strength,
thread rolling is a major consideration. Threads are rolled after
heat treating. This process, which deforms the metal, produces a
beneficial compressive stress in the root of the thread. It is beneficial
because it counteracts the fluctuating tensile stresses that
can cause fatigue cracking. If heat-treatment were to occur after
rolling, the compressive stresses would be eliminated. This would
therefore reduce the fatigue resistance of the bolt.
An additional factor must be taken into account in defining
the bolt configuration: the length of engaged thread. If too few
threads are engaged, the threads will shear at loads that are lower
than the strength of the bolt. As a practical matter, the thread
length is always selected so that the thread shear strength is
significantly greater than the bolt tension strength.
This problem is especially important in bolts used in aluminum
rods because of the fact that the shear strength of aluminum
is much lower than the shear strength of steel.
Finally, although not a design parameter, the subject of bolt
installation preload must be addressed. It is a fundamental engineering
concept that the force in a bolt in an ideal preloaded
joint will remain equal to the preload until the externally applied
force exceeds the preload. Then the force in the bolt will be equal
to the external force. This means that fluctuating external forces
will not cause fluctuating forces in a preloaded bolt as long as the
preload exceeds the external force. The result is that fatigue failure
will not occur. In a non-ideal joint, such as in a connecting rod,
the bolt will feel fluctuating stresses due to fluctuating rod distortions.
These are additive to the preload, so that fatigue could
result. In connecting rods, precise preloads are required because
if they are too low, the external forces (the reciprocating weights)
will exceed the preloads, thus causing fatigue. If they are too high,
they provide a high mean stress that combines with the fluctuating
stresses due to rod distortion. Again, fatigue is promoted.
The objective, then, is to preload a bolt so that it just exceeds
the external load, and no higher. To sum up: both insufficient
preloads and excessive preloads can lead to fatigue failures.
Appropriate preloads are specified for each ARP bolt. These
preloads can be attained in a connecting rod by applying proper
torque using a torque wrench or by measuring the amount of
stretch in the bolt using a stretch gauge (it is known that a bolt
stretches in proportion to the tension in it). The torque method
is sometimes inaccurate because of the uncertainty in the coefficient
of friction at the interface between the bolt and the rod.
This inaccuracy can be minimized by using the lubricant supplied
by ARP.
Other factors, equally as important as design, include material
selection, verification testing, processing, and quality control.
These aspects of bolt manufacturing are discussed elsewhere in
this document.
The foregoing discussion concentrated on the design of bolts.
The same considerations apply in the design of studs.
800-826-3045

800-826-3045
recognizing common failures
There are six types of metallurgical failures that affect fasteners. Each type has unique identifying physical characteristics.
The following chart is designed to be used like a spark plug reading chart to help analyze fastener failures. While few of us have
access to sophisticated analysis equipment, a standard Bausch and Lomb three lens magnifying glass will generally show 98%
of what we want to see. Several of the photos below have been taken utilizing a Scanning Electron Microscope (SEM) and are
presented to simply illustrate typical grain configurations after failure.
1. Typical Tensile Overload
In a tensile overload failure the bolt will stretch and “neck down” prior to rupture. One of the fracture faces will form a cup and
the other a cone. This type of failure indicates that either the bolt was inadequate for the installation or it was preloaded beyond the
material’s yield point.
1.
2.
3.
4.
5.
6.
2. Torsional Shear (twisting)
Fasteners are not normally subjected to torsional stress. This sort of failure
is usually seen in drive shafts, input shafts and output shafts. However we have
seen torsional shear failure when galling takes place between the male and female
threads (always due to using the wrong lubricant or no lubricant) or when the
male fastener is misaligned with the female thread. The direction of failure is obvious
and, in most cases, failure occurs on disassembly.
3. Impact Shear
Fracture from impact shear is similar in appearance to torsional shear failure
with flat failure faces and obvious directional traces. Failures due to impact shear
occur in bolts loaded in single shear, like flywheel and ring gear bolts. Usually
the failed bolts were called upon to locate the device as well as to clamp it and,
almost always, the bolts were insufficiently preloaded on installation. Fasteners
are designed to clamp parts together, not to locate them. Location is the function
of dowels. Another area where impact failures are common is in connecting rod
bolts, when a catastrophic failure, elsewhere in the engine (debris from failing
camshaft or crankshaft) impacts the connecting rod.
4. Cyclic fatigue failure originated by hydrogen embrittlement.
Some of the high strength “quench and temper” steel alloys used in fastener
manufacture are subject to “hydrogen embrittlement.” L-19, H-11, 300M,
Aeromet 100 and other similar alloys popular in drag racing, are particularly susceptible
and extreme care must be exercised in manufacture. The spot on the first
photo is typical of the origin of this type of failure. The second is a SEM photo
at 30X magnification.
5. Cyclic fatigue cracks propagated from a rust pit (stress corrosion)
Again, many of the high strength steel alloys are susceptible to stress corrosion.
The photos illustrate such a failure. The first picture is a digital photo with an
arrow pointing to the double origin of the fatigue cracks. The second photograph
at 30X magnification shows a third arrow pointing to the juncture of the cracks
propagating from the rust pits. L-19, H-11, 300M and Aeromet 100, are particularly
susceptible to stress corrosion and must be kept well oiled and never exposed
to moisture including sweat. Inconel 718, ARP 3.5 and Custom age 625+ are
immune to both hydrogen embrittlement and stress corrosion.
6. Cyclic fatigue cracks initiated by improper installation preload
Many connecting rod bolt failures are caused by insufficient preload. When
a fastener is insufficiently preloaded during installation the dynamic load may
exceed the clamping load resulting in cyclic tensile stress and eventual failure.
The first picture is a digital photo of such a failure with the bolt still in the rod.
The arrows indicate the location of a cut made to free the bolt. The third arrow
shows the origin of the fatigue crack. In the second picture – an SEM photo at
30X magnification that clearly shows the origin of the failure (1), and the telltale
“thumbprint” or “beach mark” (2). Finally (3) tracks of the outwardly propagating
fatigue cracks, and the point where the bolt (unable to carry any further load)
breaks-away.
15
fastener tech

fastener tech
16
The following material is intended to provide a brief overview of
the metallurgical considerations that, daily, influence the design and
production of the most reliable fasteners in motorsports. It is hoped
that a simple understanding of the knowledge and commitment
required to produce this reliability will make your future fastener
decisions much, much easier.
metallurgy for the
non-engineer
By Russell Sherman, PE
1. What is grain size and how important is it?
Metals freeze from the liquid state during melting from
many origins and each one of these origins grows until it
bumps into another during freezing. Each of these is a grain
and in castings, they are fairly large. Grains can be refined
(made smaller); by first cold working and then by recrystallizing
at high temperature. Alloy steels, like chrome moly, do not
need any cold work; to do this – reheat treatment will refine
the grain size. But austenitic steels and aluminum require cold
work first. Grain size is very important for mechanical properties.
High temperature creep properties are enhanced by large
grains but good toughness and fatigue require fine grain size
– the finer the better. All ARP bolts and studs are fine grain –
usually ASTM 8 or finer. With 10 being the finest.
2. How do you get toughness vs. brittleness?
With steels, as the strength goes up, the toughness decreases.
At too high a strength, the metal tends to be brittle. And
threads accentuate the brittleness. A tool steel which can be
ARP engineers use “Scanning Electron Microscopic” inspection capable of
detecting all elements in the periodic table with atomic numbers greater
than 5 – permitting the acquisition of high resolution imaging.
heat-treated to 350,000 psi, would be a disaster as a bolt
because of the threads.
3. Define Rockwell as we use it. Why do we use the
C scale?
A man named Rockwell developed a means of measuring
hardness of metals which was superior to other methods. A
Rockwell hardness tester measures the depth of penetration
into the metal when a load is applied. For hard materials, a
diamond penetrator is used. For soft material, small balls are
used – 1/16˝ or 1/8˝ diameter-and the machine measures the
depth. We use the C scale for the 120,000 psi strength level
Metallurgist, Russell Sherman, PE, and stress/dynamics engineer
Dr. Kenneth Foster, PhD, are the heart of ARP’s technical power team.
and above. The C scale uses the greatest load – 150 Kg. The A
scale uses only a 60 Kg. load but can be correlated with C. It
is necessary to use the A scale for thin sheets because using the
150 Kg load would cause the
diamond to penetrate almost
all the way through.
4. What is
“micro hardness?”
Some parts are too small to
be Rockwell hardness tested.
They are placed in hard plastic
and a microscope is used to
place a small indenter into the
metal. Using the microscope
the length of the impression
is measured.
5. How does modulus of
elasticity refer to our
products?
The modulus of elasticity
of all alloy steels is exactly the
same – 30,000,000 psi. This
is true whether it is heattreated
or not – whether it is
100,000 psi strength level or
300,000 psi. Metals are like
a spring – put a load on them
and they will stretch – double the load and they will stretch
double. This is important in connecting rod bolts because by
measuring the stretch we really are measuring the load. Load
is what is important and measuring stretch of a given size and
configuration bolt will indicate how much load is stretching
the bolt.
6. What are metal carbides and what is their significance?
The strength of all alloy and carbon steels is derived from
the metal carbides formed during heat treat. The carbon in
steels combines with iron, vanadium and with chromium, as
well as many other metal alloy additions to form compounds,
which are a very hard phase within the iron matrix. Tool steels
generally have high carbon content (above .8%) and can be
made very hard – but brittle.
800-826-3045

7. What exactly is chrome?
Chrome is the metal chromium and is typically used for
plating because it is shiny. It is also used as an alloy addition
to iron to form a stainless steel. A stainless steel must contain
at least 12% chromium, but these lean chromium steels can
still show some rust on the surface. Using 18% chromium
will make a more rust resisting stainless. Exposing any stainless
to oxygen at temperatures above 1200˚F will cause the
chromium to join the oxygen and therefore leave the surface
depleted in chromium. If it falls below 12% the surface will
show rust.
8. What does it mean when a broken part looks
crystallized?
When the fracture face has a rocky appearance it is because
the material had a very large grain structure. Basically the
grain grew during manufacturing due to poor technique and
handling. A properly processed part will have a silky smooth
appearance which is an indication of fine grain size. So crystallization
does not occur as a result of load or fatigue – it was
present in the material at the time of manufacture.
9. Define “precipitation hardening” and “phase change.”
The precipitation hardening comes from microscopic precipitation
of hard phases which serve to keep rows of atoms
from moving under stress. Some metals undergo a change in
atomic structure at high temperature. Alloy steels, which are
bcc at room temperature, become fcc at temperatures above
1400°F. This switch over is called a phase change. When cooled
down they revert back to the bcc structure. Management of
this phase is extremely critical and ARP maintains a complete
in-house heat-treatment facility. It’s the only way we can
assure material integrity.
10. What does a “face centered cubic” (fcc)
atom arrangement look like? How many atoms?
A face centered cubic arrangement of atoms
(austenitic) looks like a Las Vegas die with a five
showing on all six faces. This can’t be seen visually
by any type of microscope.
The number of atoms in any one cubic cell
would be 14 – these do not stand alone but
are attached to other cells which share some
of the atoms.
11. How does a “body center cubic”
(bcc) atom look? How many atoms?
The body center cubic structure would
look like a die
with a four on
all faces and one
atom in the center
of the cube. The
atomic arrangment
of pure iron is bcc
at room temperature
and does not change
until the temperature
reaches 1674˚F. At this
temperature it changes
to austenite which is
face center cubic (fcc).
The addition of carbon
to the iron lowers this transition
temperature. This is the basis for heat treat-
800-826-3045
ment of steel. If the iron carbon alloy (steel) is
quenched from the fcc field, the
structure becomes martensite,
a very hard strong
condition.
12. What does
a “stainless
steel” atom
arrangement
look like?
The 300 Series
stainless steels are
face-centered cubic
and are not heat-treatable.
Heavy reduction
(power dumping), in the cross
section, during forging causes a dramatic
increase in strength. This is the process ARP uses to
make 304 Stainless Steel reach 170,000 psi UTS.
13. How do the space lattice or crystal structures appear?
Body-Centered Cubic Face-Centered Cubic
All grains or crystals are composed of atoms bound
together in a definite pattern. These structures are called
space lattice or crystal structures. At a fixed temperature,
the atoms in an array are spaced a definite distance from one
another, although they vibrate about their mean position.
Even though atoms are actually not held together in this
manner, it is helpful to picture the crystals as a 3-dimensional
latticework connected by imaginary lines. Metallurgists
who primarily study ferrous metal are interested in only two
basic crystal structures: bcc (body-centered cubic) and fcc
(face-centered cubic).
14. What are the metallurgical ramifications of “cold
heading” vs. “hot heading?”
Cold heading is a more efficient process and allows the
part to be cold worked. The temperatures used for hot forging
will reduce the effect of work hardening. This is important
for metals which derive much of their strength from the cold
work. Cold heading produces a better product than hot heading.
The number and force of the blows of the cold heading
machine can make a significant difference in the quality of the
end product. Excessive numbers of blows can lead to voids in
17
fastener tech

fastener tech
18
the bolt head. ARP, in fact, holds significant patents on cold
heading procedures for the higher nickel and cobalt based
alloys.
Our patented process begins with a cold drawn wire that
can be cold forged. The process work hardens the head and
the under head area to the desired hardness. We then power
extrude the front end to achieve the reduction and hardness in
the shank resulting in a bolt with even strength and hardness
from end to end.
In a typical aerospace manufacturing process, these alloys are
hot headed from bars, reduced in diameter from 48 to 50% by
cold drawing, resulting in a hardness of about Rockwell C46
which is too hard for cold heading. So, the blanks are locally
induction heated in a very narrow temperature envelope
and hot headed. The process reduces the hardness
immediately in the area under the head approximately
3 to 5 points on the Rockwell C scale. Subsequent
heat treatment does not restore this partially annealed
area to full hardness and strength. The final result is a
relatively soft-headed bolt. Therefore, this process is not
used by ARP.
15. What is the difference between the usage of
“bar” material vs. “wire?”
Bars produced by the mill in straight sections are
normally shipped in 12 foot lengths. Wire is supplied in
continuous coil form and is hundreds of feet in length.
Bars are cut to length and the bolts are hot forged from
these lengths. Wire on the other hand is fed into a cold
header in a continuous manner.
16. What exactly is A286? And to what is it compared?
A286 is a 25% nickel and 18% chromium alloy with
smaller amounts of titanium and aluminum, which precipitate
during aging – after solution treatment. It is a true stainless
steel due to the high chromium and it is austenitic due to the
high nickel. A286 was developed as a high temperature alloy
for use in pre-jet aircraft engines. The strength level was only
140,000 psi, but it had good high temperature strength and
exceptional toughness, making it an excellent fastener alloy.
Rocketdyne became interested in it for rocket engines being
developed in the early 60’s. But they required higher strength.
We were part of the team that developed a thermo-mechanical
method to produce a strength level of 200,000 psi. This involved
severe cold reduction after solution treatment and before
aging. An aerospace material spec (AMS) was then written
requiring this treatment for 200,000 psi strength level. There
is no other steel
alloy, at this level,
which can match A286 for corrosion resistance, toughness or
bolt fatigue strength.
17. Define “Power Dump.”
This is a term used to define the heavy extrusion of the fastener
body during forging. The part is forced into a die much
smaller than the blank thereby causing a severe reduction in
cross section area. This reduction of the cross sectional area is
accompanied by an increase in length because metals can’t be
5-stage “Cold Header” used by ARP
compressed. However, power dumping or reduction, delivers
a significant increase in strength properties and is part of the
patented process we use to produce fasteners from 304 stainless
steel with 170,000 psi UTS and AMS 5844 (ARP 3.5)
with ultimate tensile strengths in the 270,000 psi UTS range
with outstanding fatigue.
18. What is the difference between 4130 and 8740 chrome
moly?
Both are alloy steels with similar chemistry. The 4130 has
only .3% carbon and can’t be hardened as high as 8740, which
has .4% carbon. Also, 8740 has about .45% nickel and 4130
has none. Both have moly (most alloy steels have moly). The
chromium content of 4130 is slightly higher, .95% instead of
.55%. However, 8740 is generally considered to have slightly
better toughness due to the nickel.
800-826-3045

19. What exactly is ARP2000 and how does it compare to
8740 and 4340?
ARP2000 is a heavily alloyed martensitic quench and
temper steel. It has excellent stability at high temperatures.
But most important, ARP research discovered that in addition
to temperature stability it has excellent notch toughness
in the higher strength ranges and is alloyed to be tempered to
Rockwell C44/47. 8740 and 4340 can be tempered to the
same hardness. But, the tempering temperature would yield
material in the “temper brittle zone” (between 500° and
700°F), producing significant notch sensitivity. ARP2000 is
tempered above that temperature range and has a strength
between 200,000 and 220,000 psi.
20. How does L19 compare to ARP2000?
L19 differs from ARP2000 in that it is a vacuum melted
alloyed steel with sufficient chromium and carbon to achieve
high hardness (but below the level of a stainless steel). L19 is
air-cooled from the hardening temperature in a way that does
not require an oil quench to achieve full hardness and is tempered
to assure full conversion to martensite between 1025°F
and 1075˚F. L19 is a proprietary material capable of achieving
strengths of 220,000/230,000 or 260,000/270,000 psi as may
be required. Both L19 and ARP2000 steels are modified bcc
(martensite) at room temperature. L19 has the same advantage
as ARP2000 in that a high strength is obtained at a high
tempering temperature. This alloy is easily contaminated and
requires special handling.
21. What is AMS5844? And how does it compare to
AMS5842E?
Both of these alloys are considered multiphase, non-steel,
austenitic materials. Both derive their strength (260,000 psi)
from severe cold work (48/50%) which raises the hardness
from Rockwell C 46 up to 49/50. The AMS5842 (for MP159)
was developed much later than AMS5844 (for MP35) in
order to increase the usable service temperature by about 100°
so it could be used in hotter sections of jet engines.
22. Provide a brief overview of the metallurgy required to
produce AN, AMS & other Aerospace type fasteners.
All alloy steel fasteners are essentially manufactured by the
same process. Incoming steel from the mill is forged to specification,
then heat treated and thread rolled. Regular AN bolts
are forged to size and are normally not precision ground. They
may even have threads on them when heat treated.
Expensive aerospace fasteners are more likely suited for
some motorsport applications. These fasteners require precision
forging, careful heat treatment and then precision
grinding, fillet rolling under the head and a great deal of skill
in thread rolling.
23. What is moisture tolerance and how or where is it
important?
Non-stainless steels have low moisture tolerances because
the water attacks the steel by forming iron oxide (rust).
Therefore none of these have a high tolerance for moisture and
the surface must be protected by oil or plating. ARP maintains
an in-house plating facility to assure all non-stainless product
is delivered 100% corrosion free.
24. What metallurgical issues cause common failures?
The most common cause of failure of connecting rod bolts
(and wheel bolts) is too little induced load (stretch) during
installation. This allows the alternating load to impose cyclic
800-826-3045
loading on the bolt. Over tightening is also another cause,
because the induced stress is too close to the yield point.
25. How do the various standards compare to each other
with regard to fasteners? Where are the standards?
A standard fastener is one that can be referenced from a
nationally or internationally recognized standards document
and may be produced by any interested manufacturer.
In all fastener categories the custodian of each group
(MS-AN-NAS) has tried to standardize the processing of specifications
such as heat-treating per MIL-H-6875, cadmium
plating per AMS QQ-P-416, passivation per AMS QQ-P-35
and testing, per MIL.-Std 1312, among others.
ASTM stands for the American Society for Testing Materials,
a large industry funded group used to write standards
for many materials and testing procedures. It compares
directly to AMS (Aerospace Material Standard).
In the case of ARP, 100% raw material is purchased to
AMS specification – with the exception of special alloys
used in proprietary products. All materials are carefully
examined for proper chemistry – and finally, periodic
examination by an independent laboratory. ARP consistently
strives to exceed industry specifications for
quality and product management.
MS (Military Standards): MS bolt specifications cover a
wide range of fastener hardware, high strength bolts,
nuts and washers with spec’s for materials and processing.
MS fasteners have various tensile strengths.
AN (Army-Navy) Specifications: Generally lower strength
bolts and studs primarily in the 125,000 psi UTS
range. AN also covers a wide range of nuts, washers
and other hardware.
NAS (National Aerospace Standard): These specifications
cover fasteners in the strength ranges
160,000/180,000/200,000 psi UTS.
ISO (International Standards Organization):
ISO 9001-94: is a quality control system designed for
manufacturers with design control.
ISO 9002-94: is a quality control system designed for
manufacturers who build parts to customer specifications,
and do not have design control.
ISO 9001-2000: is current ISO system well suited for manufacturers
with engineering design functions, drawing
control and statistical techniques to achieve demanding
quality requirements.
AS (Aerospace Standard):
AS 9100: is an Aerospace Quality Management System that
includes and expands on all ISO requirements with
focus to further improve product quality and meet or
exceed customer requirements.
These two systems are the main focus of
ARP’s World Quality Concept.
19
fastener tech

tech
20
STAINLESS STEEL: Ideally suited for many automotive and marine
applications because stainless is tolerant of heat and virtually impervious
to rust and corrosion. ARP “Stainless 300” is specially alloyed for extra
durability. It’s polished using a proprietary process to produce a beautiful
finish. Tensile strength is typically rated at 170,000 psi.
8740 CHROME MOLY: Until the development of today’s modern
alloys, chrome moly was popularly considered a high strength material.
Now viewed as only moderate strength, 8740 chrome moly is seen as a
good tough steel, with adequate fatigue properties for most racing applications,
but only if the threads are rolled after heat-treatment, as is the
standard ARP production practice. Typically, chrome moly is classified
as a quench and temper steel, that can be heat-treated to deliver tensile
strengths between 180,000 and 210,000 psi.
ARP2000®: ARP2000 is an alloy steel that can be safely heat treated to
a higher level, producing a greater strength material than 8740. While
8740 and ARP2000 share similar characteristics – ARP2000 is capable of
achieving a clamp load at 220,000 psi. ARP2000 is used widely in short
track and drag racing as an up-grade from 8740 chrome moly in both
steel and aluminum rods. Stress corrosion and hydrogen embrittlement
are typically not a problem, providing care is taken during installation.
L19: This is a premium steel that is processed to deliver superior strength
and fatigue properties. L19 is a very high strength material compared to
8740 and ARP2000 and is capable of delivering a clamp load at 260,000
psi. It is primarily used in short track and drag racing applications where
inertia loads exceed the clamping capability of ARP2000. Like most high
strength, quench and temper steels – L19 requires special care during
manufacturing to avoid hydrogen embrittlement. This material is easily
contaminated and subject to stress corrosion. It must be kept well-oiled
and not exposed to moisture.
AERMET®: With a typical tensile strength of 290,000-310,000 psi,
Aermet is a new martensitic super-alloy that is stronger and less expensive
than the super-alloy austenitic materials that follow. Because it is
capable of achieving incredibly high clamping loads, it is ideal for short
but extreme environments like top fuel, funny car and some short track
MATERIAL SPECIFICATIONS
ARP manufactures fasteners from a wide assortment of materials ranging from popular stainless steel and 8740 chrome moly to exotic alloys that have
been developed to handle space travel. You should also know that there are grades within specific alloys. For example, 8740 is available in four grades:
1. SDF (guaranteed seamless and defect free). 2 CHQ (cold head quality). 3. Aircraft. 4. Commercial. ARP uses only the first two (SDF and CHQ), even though
they cost more than double “Aircraft” quality.
applications. Although Aermet is a maraging steel that is far superior to
other high strength steels in its resistance to stress corrosion, it must be
kept well-oiled and not exposed to moisture.
INCONEL 718: A nickel based material that is in the high temperature,
super-alloy class, it is found to be equally suitable in lower temperature
applications. This material delivers tensile strengths in the 210,000-
230,000 psi range and exhibits improved fatigue properties. Best of
all, Inconel 718 is completely immune to hydrogen embrittlement and
corrosion.
ARP3.5® (AMS5844): While similar to Inconel 718, these super-alloys
are found in many jet engine and aerospace applications where heat and
stress attack the life of critical components. The high cobalt content
of this alloy, while expensive, delivers a material with superior fatigue
characteristics and typically tensile strength in the 260,000-280,000
psi range. The immunity to hydrogen embrittlement and corrosion of
these materials is a significant design consideration. These materials
are primarily used in connecting rods where extremely high loads, high
RPM and endurance are important factors – Formula 1, NASCAR and
IRL applications.
CUSTOM AGE 625 PLUS®: This newly formulated super-alloy demonstrates
superior fatigue cycle life, tensile strength and toughness – with
complete resistance to atmospheric corrosion and oxidation. ARP is the
first to develop manufacturing and testing processes for fasteners with
Custom Age 625+. Best of all it is less expensive and expected to soon
replace MP-35 as the material of choice in the high strength, super-alloy
field. Typical tensile strength is 260,000-280,000 psi.
TITANIUM: ARP now offers special order fasteners made of an alloy
(Ti6Al-4V) that is specially heat-treated (a process developed by ARP’s
own Russ Sherman) and provides superior strength to other titanium
alloys employed in racing and aerospace. The material has a nominal
tensile strength of 180,000 psi, and is very corrosion resistant. The main
advantage of titanium, of course, is its weight – which is about 40%
lighter than a comparable fastener made of steel. Head studs and accessory
bolts are ideal applications for this lightweight material.
AerMet ® , Custom 450 ® and Custom Age 625 PLUS ® are all registered trademarks of CRS Holdings Inc., a subsidiary of Carpenter Technology Corporation.
QUICK REFERENCE GUIDE TO MATERIALS USED IN FASTENERS
MATERIAL USE? YIELD STRENGTH TENSILE STRENGTH USED FOR
Grade 5 no 90,000 psi 120,000 psi Accessory bolts and studs
Grade 8 no 120,000 psi 150,000 psi Accessory bolts and studs
“Stainless 300” Yes 140,000 psi 170,000 psi Accessory bolts & studs, head studs
Custom 450 ® Yes 150,000 psi 180,000 psi Head bolts, accessory bolts
8740 chrome moly Yes 180,000 psi 200,000 psi Rod bolts, head & main studs & bolts
A286 Yes 170,000 psi 200,000 psi Head bolts, accessory bolts
ARP2000 Yes 180,000 psi 220,000 psi Rod bolts, head & main studs
L19 Yes 200-230,000 psi 260,000 psi Connecting rod bolts
Inconel 718 Yes 190-210,000 psi 210-230,000 psi Connecting rod bolts
Custom Age 625+ ® Yes 235-255,000 psi 260-280,000 psi Head studs, connecting rod bolts
ARP 3.5 Yes 220-250,000 psi 260-280,000 psi Connecting rod bolts
AerMet ® Yes 260,000 psi 290-310,000 psi Connecting rod bolts
Titanium Yes 160,000 psi 180,000 psi Head studs, accessory bolts
800-826-3045

The following pages in this catalog detail the vast number of
“off the shelf” fasteners available from ARP. However, it’s important
for you to know that a significant amount of ARP’s business
comes from the development and manufacture of custom fasteners.
For example, many top Formula 1 and IRL race teams and
constructors have come to rely on ARP for a myriad of special
purpose fasteners. Many of these have been developed on a proprietary
basis, and we cannot go into details about “what” is being
manufactured for “whom” by ARP. But suffice to say that that
ARP has established a
reputation within the
racing industry for doing
cutting edge R&D and
following it up with
fasteners made to the
most stringent quality
control standards on the
planet. ARP also “private
labels” a number
of special fasteners for
various manufacturers
in the performance
industry.
800-826-3045
YOU CAN GET ARP FASTENERS
MADE TO YOUR REQUIREMENTS!
8740 ARP2000 L19
One of ARP’s best-kept “secrets” is the company’s deep
involvement in the manufacture of titanium fasteners. As a
matter of fact, ARP’s metallurgist, Russ Sherman, literally
“wrote the book” when he developed the original procedures
for the heat treatment of the most popular titanium alloy in
use today (Ti6Al-4V), and presented the research data to the
American Society for Metals. Sherman’s procedure of solutiontreating,
warm processing and aging brings the titanium to
strength levels never before achieved, and has also been instrumental
in setting new standards for the aerospace industry.
ARP can custom manufacture fasteners from nearly a dozen different
materials, with tensile strengths ranging from 170,000 PSI
to over 300,000 psi. By way of example, we have made cylinder
head studs for the same application from 8740 chrome moly, our
own ARP2000 and L19.
The bottom line is that because of ARP’s extensive in-house
R&D and manufacturing capabilities, the firm is in a position
to design and build fasteners on a custom basis. Serious inquiries
from members of the high performance industry are always
welcome. Look to ARP to provide effective solutions to all your
fastener needs!
Custom-Made ARP Titanium Studs & Bolts
This particular titanium alloy and process lends itself well
to a number of racing applications, including head studs and
accessory fasteners. Of course, the primary advantage of using
titanium instead of steel is weight; titanium is about 40%
lighter. The material ARP uses has a tensile strength of 180,000
psi, comparable to heat-treated chrome moly – but about half
the weight.
ARP stands ready to manufacture titanium fasteners custom-made
to your specifications. Contact our Special Projects
Dept. at 805-525-1497.
21
tech

fastener calculations
22
GETTING THE CORRECT ARP HEAD
STUD/BOLT FOR THE APPLICATION
Today, there are literally dozens of different cylinder
head and engine block combinations for the more popular
applications, and new offerings coming out all the time. It
is virtually impossible for ARP’s engineering staff to obtain
detailed information from all of these various sources, so it
may be necessary for customers to calculate exactly what
they have so the correct cylinder head studs or bolts are
used. Whether it’s a small block Chevy engine or a Honda
VTEC, the procedure remains the same.
The illustration on the right shows the nine different
variables that come into play when determining the
proper fastener for a particular position. Many cylinder
heads have different column heights, etc. at various positions,
and additional variables come into play when using
aftermarket engine blocks (some of which have “blind”
tapped holes for attaching the heads that are shallower
than OEM). It is therefore critically important that you
determine exactly how many different bolt/hole combinations
exist for the cylinder head installation.
You must have the following data:
A. Depth of cylinder head counter bore _________________
B. Diameter (o.d.) of head counter bore ________________
C. Column height (net thickness of head) ______________
D. Diameter (o.d.) of bolt hole in head ________________
E. Head gasket thickness (uncompressed) _______________
F. Depth of counter bore in block ____________________
G. Length of thread in block ________________________
H. Depth of hole from surface to bottom _______________
I. Thread size and pitch ____________________________
STANDARD BIG BLOCK CHEVROLET
Column Height =
Column Height =
Column Height =
Phoenix Racing - Subaru Factory Team
CYLINDER HEAD/BLOCK
CROSS-SECTIONAL DATA
STANDARD SMALL BLOCK CHEVROLET
Column Height =
Column Height =
Column Height =
CHRYSLER, FORD & MOST 4-CYLINDER
Column Height =
Column Height =
Bryan Fuller uses ARP hardware on all his custom rides
800-826-3045

GLOSSARY OF TECH TERMS
Austenitic: Refers to the atomic arrangement of some metals, such as
nickel based alloys, and some steels with about 18% chromium. This
atomic arrangement is called “face centered cubic.” Austenitic steels can
not be heat treated, but can be strengthened by cold working.
CHQ: A term used to grade heading wire and stands for “cold heading
quality.” This grade is superior to both Commercial and Aircraft
quality.
Clamp Load: This is the force exerted by a tightened bolt and is the
same as preload.
Cycle or Pull: A cycle or pull is described as one tightening and one
loosening (ON/OFF) process of a fastener and is the same as one installation
and one removal of a fastener.
Fatigue: The process by which failure is caused after many repetitions of
loads smaller than the ultimate strength of the material.
Ferritic: Refers to steels with an atomic arrangement different from
austenite and martensite. These steels are not strong and the widest use is
in steam power plants and accessory fasteners made by some companies,
because they are able to withstand wet environments. Newer steels such
as ARP300 and A286 are far superior.
Hydrogen Embrittlement: This condition results from the accumulation
of hydrogen gas in the atomic structure of the metal. This gas flows
to the point of high stress (stress risers) and causes microscopic cracks.
The hydrogen then flows to the “new” crack tip and causes it to crack
further. In this way the crack moves across the part, because the crack-tip
IS the stress riser. Finally the crack gets so large that the section is not
large enough to support the load. No hydrogen embrittlement can take
place without tensile stress. ARP employs a baking process that purges
hydrogen gas from the steel.
Knurling: A process of creating serrations in a part by rolling a die,
under pressure, against the part. Normally these serrations are very sharp
and can create cracks and ARE stress risers. The process is used on knobs
so the user can get a firm grip. But in the case of fasteners, the body can
be knurled so the part can be forced into and retained in an irregular
hole – stress risers and all.
Maraging: Refers to steels that are a low carbon version of martensitic
steels, specially alloyed so that the martensite is not hard. These steels
can be worked in the quenched condition and then be hardened by low
temperature aging. The strength comes from the formation of complex
metal carbides.
Martensitic: Refers to atomic arrangement and in the case of steels, is a
modified body centered cubic structure. These steels can be heat-treated
because martensite is iron carbide, which is very hard. However, these
steels can be hydrogen embrittled and will rust. Generally, martensite
normally refers to metal structures which are formed by quenching from
high temperature.
MS21250: A military specification for a 12-point, 180,000 psi bolt
which specifies the fatigue load required for testing every size.
Notch Sensitivity: Refers to the ability of a metal to withstand the
increased stress at a notch. Some materials, such as glass, crack very easily
if notched. While others, such as soft gold or tin stretch out under stress
– even with a notch. Normally, the stronger the steel, the more likely it
is to break quickly at the notch. “Toughness” is wanted because this is
associated with opposite of notch sensitivity. Austenitic metals are usually
less notch sensitive than martensitic steels of the same strength levels.
OAL: Means “Over All Length.”
Preload: The force IN a bolt when it is installed with a torque greater
than simply hand tight. Preload can be established by measuring torque
or bolt stretch or by the less than accurate “turn-of-the-nut” method.
800-826-3045
Preload Scatter: A technical term used to describe the preload growth
in a new fastener that typically occurs between the 1st and 10th cycle in
a torque test when comparing different lubricants. Preload scatter generally
does not occur after the 10th cycle because the friction levels out and
becomes repetitious for all remaining cycles.
Qualified Products List: A government requirement that simply
mandates that bolts be manufactured only by companies which have
qualified by making bolts that have been submitted for testing and
approval to a government agency. ARP has qualified for this list.
Quench & Temper: A method of heat-treating martensitic steels.
The parts are heated into the austenitic range (usually above 1450˚F)
then quenched into water or oil. This leaves the part in a very hard
martensitic condition which then must be tempered by heating at lower
temperatures (between 350˚F and 1200˚F), depending upon the steel
and strength desired.
Reciprocating Load: The acceleration force exerted on a connecting
rod due to the up and down motion of the piston and its associated mass
ie; wrist pin, rings, small end of the rod.
Stretch: The increase in length of a bolt when installed with a preload.
Stress: The load applied to a part divided by the cross-sectional area of
the part, usually expressed in pounds per square inch (psi).
Stress Corrosion: This is a special form of hydrogen embrittlement in
which the metal is attacked while under stress. Without the stress the
crack will not move. But under stress the crack moves and corrosion
takes place at the freshly opened crack face.
Stress Ratio: The ratio of the minimum stress to the maximum stress in
a structure which is subject to fluctuating loads.
Stress Riser: You have a notch, ding or some change in section size, so
now the stress at these points is increased above nominal stress. Compare
this kind of stress to the flow of water in a river. When the river hits a
narrow point it flows faster. Perhaps there is a rock in the middle – the
river flows faster around the rock. The stress at these points can be so
high that the part will fail – even though the average stress on the part
never exceeded the tensile strength of the part.
S.D.F.: Seam and defect free. A designation for premium steel. This is
typically the highest grade available, and is the only steel used by ARP.
Thread Engagement: This refers to the number of threads engaged in
a nut or threaded hole. Full engagement, meaning all the female threads
are engaged, is a desirable configuration to maximize fatigue strength.
Ultimate Tensile Strength: The maximum stress that a particular
material can support without breaking. It is expressed in terms of
lbs. per square inch, and is measured by means of a tensile test. The
maximum force (lbs.) that a test specimen can support is divided by the
cross-sectional area (square inches) of the specimen, the result is ultimate
tensile strength in psi.
Torque Angle: A method of tightening a fastener relative to the amount
of degrees turned once the underside of the bolt head or nut face contacts
the work surface. This procedure is suitable for engine assembly only
when the installation has been calibrated in terms of bolt stretch relative
to the exact application (the amount of compression of the clamped
components is critical).
UHL: Means “Under Head Length.” The distance as measured from tip
of the fastener to a place directly at the base of the head.
Yield Strength: The stress at which a given material or component
exhibits a permanent deformation (i.e. “takes a set”). When the load
that caused the stress is removed, the part will not return to its original
dimensions. If you exceed the yield strength of a fastener, the fastener is
ruined and must be replaced.
23
tech

tech
24
GENERAL TORQUE RECOMMENDATIONS
Listed here are the general torque recommendations for
most ARP fasteners. Recommended torque is equal 75% of
the fastener’s yield strength. Simply read down to the correct
fastener size, then across to find the torque value for your application.
ALWAYS LUBRICATE THE FASTENERS PRIOR
TO APPLYING TORQUE TO ENSURE ACCURATE
READINGS.
Recommended Torque to Achieve Optimum Preload (Clamping Force)
Using ARP Lubricants - Torque (ft./lbs.) - Preload (lbs.)
Note: For those using Newton/meters as a torquing reference, you must multiply the appropriate ft./lbs. factor by 1.356.
Fastener
Diameter
Fastener Tensile Strength (PSI)
170,000/180,000 (1,171 Nmm 2 ) 190,000/200,000 (1,309 Nmm 2 ) 220,000 (1,515 N/mm 2 )
Torque
w/ARP lube
Preload
Note 1. The torque values represented here are intended to
be for general information only, not for specific installations.
Note 2. On specific installations, where the supplied
instructions deviate from the torque values listed here,
always follow the specific instructions packaged with
each kit.
Torque
w/ARP lube
Preload
Torque
w/ARP lube
Preload
1/4˝ 12 3,492 14 3,967 16 4,442
5/16˝ 24 5,805 28 6,588 32 7,371
3/8˝ 45 8,622 50 9,782 55 10,942
7/16˝ 70 11,880 80 13,470 90 15,060
1/2˝ 110 16,391 125 18,515 140 20,639
9/16˝ 160 21,220 180 23,944 200 26,668
5/8˝ 210 26,372 240 29,756 270 33,140
6mm 11 3,359 13 3,814 15 4,269
8mm 24 5,801 28 6,581 32 7,361
10mm 54 9,970 62 11,305 70 12,640
11mm 72 12,184 82 13,961 92 15,738
12mm 98 14,472 112 16,949 125 19,425
14mm N/A N/A 184 22,771 205 25,730
16mm N/A N/A 244 29,664 272 33,519
800-826-3045

Make
ROD BOLT STRETCH & TORQUE SPECS
800-826-3045
Rod Bolt
Part No.
Stretch
(inches)
ARP Lube
(ft./lbs.)
ALFA ROMEO 126-6101 .0075 - .0080 45
AMC 112-6001 .0060 - .0065 40
114-6001 .0060 - .0065 40
114-6002 .0070 - .0075 50
114-6004 .0060 - .0065 50
BMC/TRIUMPH 206-6001 .0065 - .0070 55
206-6002 .0065 - .0070 35
206-6003 .0065 - .0070 45
206-6004 .0065 - .0070 45
206-6005 .0065 - .0070 45
206-6006 .0065 - .0070 55
206-6007 .0045 - .0050 30
206-6009 .0065 - .0070 32
BMW 201-6102 .0065 - .0070 50
201-6103 .0075 - .0080 70
201-6104 .0065 - .0070 70
201-6201 .0070 - .0075 40
201-6301 .0080 - .0085 36
201-6302 .0080 - .0085 36
201-6303 .0070 - .0075 36
206-6008 .0055 - .0060 25
BUICK 123-6001 .0060 - .0065 55
123-6002 .0065 - .0070 55
124-6001 .0050 - .0055 45
124-6002 .0040 - .0045 45
124-6003 .0040 - .0045 45
125-6001 .0055 - .0060 50
CADILLAC 135-6003 .0060 - .0065 50
CHEVY 131-6001 .0055 - .0060 45
132-6001 .0055 - .0060 45
132-6002 .0050 - .0055 30
133-6001 .0060 - .0065 55
133-6002 .0060 - .0065 45
134-6001 .0055 - .0060 45
134-6002 .0050 - .0055 55
134-6003 .0055 - .0060 55
134-6004 .0075 - .0080 75
134-6005 .0060 - .0065 55
134-6006 .0055 - .0060 40
134-6027 .0060 - .0065 55
134-6401 .0055 - .0060 45
134-6402 .0050 - .0055 55
134-6403 .0055 - .0060 55
135-6001 .0060 - .0065 80
135-6002 .0055 - .0060 55
135-6401 .0060 - .0065 80
135-6402 .0055 - .0060 55
234-6301 .0065 - .0070 45
234-6302 .0060 - .0065 45
234-6401 .0065 - .0070 45
234-6402 .0055 - .0060 55
234-6403 .0065 - .0070 55
235-6401 .0070 - .0075 85
235-6402 .0065 - .0070 55
235-6403 .0070 - .0075 85
CHRYSLER 141-6001 .0060 - .0065 50
Make
Rod Bolt
Part No.
Stretch
(inches)
ARP Lube
(ft./lbs.)
CHRYSLER (cont) 141-6401 .0060 - .0065 50
142-6001 .0055 - .0060 50
142-6002 .0060 - .0065 50
144-6001 .0060 - .0065 50
144-6401 .0060 - .0065 50
145-6001 .0070 - .0075 75
145-6002 .0060 - .0065 50
145-6402 .0060 - .0065 50
244-6401 .0070 - .0075 55
245-6402 .0070 - .0075 55
247-6301 .0065 - .0070 45
247-6302 .0075 - .0080 65
FORD 150-6004 .0060 - .0065 50
150-6005 .0060 - .0065 50
150-6404 .0060 - .0065 50
151-6001 .0060 - .0065 40
151-6002 .0060 - .0065 40
151-6003 .0050 - .0055 25
151-6004 .0055 - .0060 25
151-6005 .0045 - .0050 36
152-6001 .0060 - .0065 50
152-6002 .0060 - .0065 50
153-6001 .0060 - .0065 35
153-6002 .0060 - .0065 40
154-6001 .0060 - .0065 50
154-6002 .0060 - .0065 35
154-6003 .0060 - .0065 50
154-6004 .0050 - .0055 50
154-6005 .0060 - .0065 50
154-6006 .0060 - .0065 50
154-6401 .0060 - .0065 50
154-6402 .0060 - .0065 35
154-6403 .0060 - .0065 50
155-6001 .0060 - .0065 50
155-6002 .0060 - .0065 50
155-6003 .0060 - .0065 50
200-6001 .0045 - .0050 60
250-6404 .0070 - .0075 55
251-6201 .0050 - .0055 25
251-6202 .0065 - .0070 45
251-6301 .0065 - .0070 45
251-6402 .0065 - .0070 45
254-6402 .0070 - .0075 30
254-6403 .0070 - .0075 55
255-6402 .0070 - .0075 55
256-6301 .0065 - .0070 42
HOLDEN 205-6001 .0055 - .0060 55
205-6002 .0055 - .0060 45
HONDA/ACURA 208-6001 .0050 - .0055 26
208-6002 .0055 - .0060 45
208-6003 .0080 - .0085 50
208-6004 .0080 - .0085 37
208-6005 .0080 - .0085 26
208-6401 .0070 - .0075 50
LANCIA 275-6001 .0075 - .0080 70
MAZDA 118-6401 .0060 - .0065 38
25
tech

tech
26
Make
ROD BOLT STRETCH & TORQUE SPECS
Rod Bolt
Part No.
Stretch
(inches)
ARP Lube
(ft./lbs.)
MITSUBISHI 107-6001 .0055 - .0060 40
107-6002 .0060 - .0065 26
107-6003 .0065 - .0070 40
107-6004 .0065 - .0070 40
207-6002 .0065 - .0070 30
NISSAN/DATSUN 102-6001 .0060 - .0065 26
102-6002 .0050 - .0055 26
102-6003 .0060 - .0065 45
202-6001 .0060 - .0065 45
202-6002 .0060 - .0065 26
202-6003 .0060 - .0065 45
202-6004 .0070 - .0075 45
202-6005 .0065 - .0070 45
202-6006 .0065 - .0070 30
202-6007 .0075 - .0080 45
OLDSMOBILE 181-6001 .0055 - .0060 40
184-6001 .0060 - .0065 50
185-6001 .0055 - .0060 50
OPEL/VAUXHALL 109-6001 .0055 - .0060 32
109-6002 .0050 - .0055 24
109-6003 .0050 - .0055 32
209-6003 .0065 - .0070 38
PEUGEOT 117-6101 .0070 - .0075 45
PONTIAC 190-6001 .0060 - .0065 50
190-6002 .0060 - .0065 50
190-6003 .0075 - .0080 75
190-6004 .0055 - .0060 75
191-6001 .0055 - .0060 45
194-6001 .0055 - .0060 45
PORSCHE 104-6006 .0055 - .0060 40
204-6001 .0095 - .0100 50
204-6002 .0105 - .0110 55
204-6003 .0090 - .0095 50
204-6004 .0095 - .0100 50
204-6005 .0100 - .0105 40
204-6301 .0095 - .0100 45
RENAULT 116-6001 .0045 - .0050 36
216-6301 .0065 - .0070 42
216-6302 .0065 - .0070 42
SUBARU 260-6301 .0070 - .0075 42
260-6302 .0070 - .0075 42
Make
Rod Bolt
Part No.
Stretch
(inches)
ARP Lube
(ft./lbs.)
SUZUKI 271-6301 .0050 - .0055 45
TOYOTA 203-6001 .0050 - .0055 40
203-6002 .0060 - .0065 50
203-6003 .0050 - .0055 40
203-6004 .0060 - .0065 50
203-6005 .0075 - .0080 65
203-6301 .0075 - .0080 65
VOLKSWAGEN/ 104-6001 .0055 - .0060 40
AUDI 104-6002 .0065 - .0070 40
104-6003 .0075 - .0080 40
104-6004 .0085 - .0090 35
104-6005 .0050 - .0055 40
104-6007 .0085 - .0090 35
204-6006 .0075 - .0080 40
204-6201 .0075 - .0080 30
GENERAL REPL. 200-6002 .0055 - .0060 75
200-6003 .0055 - .0060 75
200-6004 .0045 - .0050 75
200-6006 .0050 - .0055 75
200-6201 .0065 - .0070 80
200-6202 .0065 - .0070 80
200-6203 .0065 - .0070 80
200-6204 .0065 - .0070 80
200-6205 .0065 - .0070 80
200-6206 .0065 - .0070 75
200-6207 .0055 - .0060 55
200-6208 .0065 - .0070 55
200-6209 .0055 - .0060 55
200-6210 .0050 - .0055 30
200-6506 .0065 - .0070 70
300-6601 .0065 - .0070 85
300-6602 .0055 - .0060 55
300-6603 .0055 - .0060 55
300-6608 .0055 - .0060 32
300-6701 .0065 - .0070 85
300-6702 .0065 - .0070 60
300-6703 .0065 - .0070 60
300-6704 .0060 - .0065 60
300-6706 .0060 - .0065 75
300-6708 .0055 - .0060 32
John Force Racing relies on ARP. Tony Schumacher & Schumacher racing win with ARP.
800-826-3045

800-826-3045
PROPER FASTENER RETENTION
The importance of tightening fasteners to their required preload
cannot be emphasized enough. If a fastener is not tightened
properly, the fastener will not apply the required preload on the
application it is being used for and may become susceptible to
failure. Conversely, if a fastener is overtightened and stretched
too much, it becomes susceptible to failure by exceeding it’s
maximum yield point.
There are three generally accepted methods employed to
determine how much tension is exerted on a fastener:
A. Using a torque wrench
B. Measuring the amount of stretch
C. Torque angle (rotating the fastener a predetermined amount)
Of these methods, measuring the amount of stretch of a fastener
has been proven to be the most accurate. However, since
stretch can only be measured with the use of specialty type gauges
or expensive ultra sonic measuring equipment, it is only practical
for measuring the stretch on connecting rod bolts and other
fasteners, where it is possible to monitor the overall length of a
fastener, as it is being tightened. Since most fasteners are installed
blind and can’t be accessed from both ends to monitor stretch,
one will most likely use a torque wrench or other torque angle
monitoring device for the majority of assembly work.
The Stretch Factor
It is important to note
that in order for a fastener
to function properly
it must be “stretched” a
specific amount. The
material’s ability to
“rebound” like a spring is
what provides the clamping
force. If you were to
To obtain the correct
amount of clamping
force a fastener should
actually be stretched
a measured amount. A
properly used fastener
works like a spring!
simply “finger-tighten” a bolt there would be no preload.
However, when you apply torque or rotate a fastener a specific
amount and stretch it, you will be applying clamping
force. The amount of force or preload you can achieve from
any bolt or stud depends on the material being used and
its ductility, the heat treat, and the diameter of the fastener.
Of course, every fastener has a “yield” point! The yield point
or yield strength of a fastener is the point at which the fastener
has been overtightened and stretched too much, and
will not return to its original manufactured length. As a rule of
thumb, if you measure a fastener and it is .001˝ (or more) longer
than its original length it has been compromised and must be
replaced.
Preload
(lbs) Stretch vs. Preload
16,000
14,000
12,000
10,000
8,000
6,000
4,000
2,000
0
0 .001˝ .002˝ .003˝ .004˝ .005˝ .006˝ .007˝ .008˝
Stretch (in.)
This graph shows the direct relationship between stretch and preload on
a typical 3/8˝ diameter 8740 chrome moly rod bolt.
Another factor that must be considered is heat! Heat, primarily
in aluminum, is another problem area. Because the thermal
expansion rate of aluminum is far greater than that of steel it
is possible to stretch a fastener beyond yield as the aluminum
expands under heat. An effective way of counteracting material
expansion is through producing a more flexible bolt.
The Stretch Gauge
We highly recommend using a stretch gauge when installing
rod bolts and other fasteners, where it is possible to measure the
length of the fastener. It is the most accurate way of measuring
preload of any bolt. Simply follow manufacturer’s instructions, or
use the chart on pages 25-26 of this catalog for ARP rod bolts.
When using a stretch gauge it’s best to
measure the fastener prior to starting and
monitor overall length during installation.
When the bolt has stretched a
specified amount, the correct preload
or clamping force has been
A stretch gauge
is the best
way to
accurately
determine the
preload of a rod bolt.
applied. We recommend that you
maintain a chart of all rod bolts
and make a note of
the fastener
length prior
to installation
and
after any disassembly. If there is a permanent
increase of .001˝ or more in length, there is a deformation and
the bolt should be replaced. A sample stretch monitoring chart is
located on page 29.
Using A Torque Wrench
There are a number of things to consider when using a torque
wrench. The “friction factor” changes from one cycle to the next.
That is, friction is at its highest value when the fastener is first
tightened. Each subsequent time the fastener is torqued and loosened,
the amount of friction lessens. Eventually the friction levels
out and becomes fairly consistent for all following repetitions.
Three basic elements that contribute to the friction factor:
1. Most importantly -The fastener assembly lubricant
2. The condition of the receiving threads
3. The surface finish of the fastener
Because of these variables, a phenomenon known as “preload
scatter” or preload error occurs. This is basically the difference
between the amount of preload achieved on the first installation
of the fastener and the amount of preload achieved on subsequent
torque/loosen/re-torque cycles. It’s not uncommon to see “preload
scatter” in the range of 4,000-8,000 pounds between the first and
tenth pull on a new fastener depending on the lubricant used.
27
tech

the company tech
28
ARP Ultra-Torque
18,000
17,000
The Lubricant Is The Key
Preload in lbs
EPL
The main 16,000 factor in determining friction in a threaded fastener
is the lubricant used, and therefore influences the torque required
15,000
Moly
for a particular installation. One of the most overlooked aspects of
choosing a 14,000 fastener assembly lubricant is…the lubricant’s ability
to “control” the normal Oil function of friction inherent in all high
13,000
performance engine 1 fasteners. 2 3 4 As discussed 5 6 7 earlier 8 in 9 this 10 section,
Torque Cycle
friction is at its highest point when a new fastener is first tightened.
This “friction” inhibits the fasteners ability to achieve the required
preload on the first several cycles. In fact, ARP’s in-house Research
and Development department has proven that new fasteners using
motor oil and other commonly used lubricants such as Moly and
EPL typically require 5-7 cycles before final torquing to level
out the initial friction and achieve the required preload. Slicker
lubricants may reduce the required torque by as much as 20-30%
to achieve the desired preload, but compromise in areas of major
importance such as preload repeatability, and may yield the fastener
prematurely. Typically, the slicker the lubricant, the greater the
“preload scatter” or preload error there will be during installation.
Preload in lbs
Installation Preload Scatter Comparison
(Target Preload 18,000 lbs @ 120 ft-lbs)
19,000
18,000
17,000
16,000
15,000
14,000
13,000
ARP Ultra-Torque
EPL
Moly
Oil
1 2 3 4 5 6 7 8 9 10
Torque Cycle
The bottom line: Preload repeatability and preload consistency
from a fastener to fastener perspective, should be the number
one consideration when choosing a fastener assembly lubricant.
Remember even the best fastener is only as good as its installation.
Preload repeatability is the foundation for maintaining
round housing bores, and preload consistency ensures the same
preload from one fastener to another across a large area, such as
the deck surface of a cylinder block. These two fundamentals are
the cornerstone of every successful fastener installation and that’s
why ARP’s engineering team set out to develop the “ultimate”
fastener lubricant. The result of several years of extensive R&D
is a remarkable new assembly lube called ARP Ultra-Torque®. As
shown in the graph above, ARP Ultra-Torque® clearly provides
the repeatability and preload consistency that no other fastener
assembly lubricant on the market can provide today. For more
information on ARP Ultra-Torque® see page 93.
ARP’s computer-controlled torque-tension machine can apply a given
“torque” or “angle” to a fastener and measure the actual preload.
Through test cycles, it is possible to chart the “preload scatter” with various
fasteners and lubricants.
Preload in lbs
18,000
ARP Ultra-Torque
17,000
16,000 Moly
Oil
15,000
EPL
14,000
13,000
12,000
Fastener Surface Finish and Condition of Receiving Threads
1 2 3 4 5 6 7 8 9 10
In addition to Torque the Cycle lubricant used, friction is affected by the
surface finish of the fastener itself and the condition of the receiving
threads. For example, black oxide behaves differently than a
polished fastener so it’s important to follow the torque recommendations
with each fastener kit. Then there’s the very real problem
of burrs and debris in the bolt holes that can significantly affect
the amount of torque required to achieve the recommended preloads.
All bolt holes should be thoroughly cleaned using special
“Chaser Taps” to optimize the threads before installation. ARP
offers these special cleaning chaser taps on page 95.
Torque Wrench Accuracy
It is possible for even the
most expensive torque wrenches
to lose accuracy over time.
Rough use or repeated loosening
of fasteners using your
torque wrench as a “breaker
bar” will exacerbate the loss of accuracy. In fact, ARP field technicians
have seen a wide range of torque wrench reading errors as
much as 15-30%. This just emphasizes the importance of treating
torque wrenches with the utmost of respect and having them
checked periodically for accuracy.
The Torque Angle Method
Since the amount that a bolt or nut advances on the thread
per degree of rotation is determined by the thread pitch, it would
appear that any amount of stretch in a given bolt or stud can be
accurately predicted be measuring the degrees of turn from the
point where the underside of the bolt head or nut face contacts
the work surface. Termed the “torque angle” method, this procedure
has long been the standard of civil engineering. It has
been suggested that torque angle is a relatively simple and valid
procedure to use in “blind” installations—where it is not possible
to physically measure the actual bolt stretch.
ARP has conducted extensive evaluations of the torque angle
method, and concluded that – for high performance engine applications
– it is suitable only when calibrated for each installation.
Our investigation has proven that installed stretch is dependent
not only on the pitch of the thread and the degree of rotation, but
also on the amount of compression of the clamped components,
the type of lubrication, the length of the male fastener, and the
amount of engaged thread. It’s important to note that for the
same degree of rotation, the amount of bolt stretch will be critically
different between an aluminum or cast iron cylinder head, or
when installing a steel main cap on a cast iron or aluminum block.
Furthermore, there is a significant difference in stretch between the
long and short cylinder head bolts or studs on the same head. The
torque angle method can be accurate – but only if each individual
application has been previously calibrated by direct measurement
of bolt stretch. If you do employ the torque angle method, it’s best
to begin calibrating rotation from some small measured torque
rather than the first point of contact with the work face. To achieve
optimum accuracy, always use ARP Ultra-Torque ® fastener assembly
lubricant whenever possible.
800-826-3045

tech
800-826-3045
THE IMPORTANCE OF PROPER
ROD BOLT STRETCH/TORQUE…
Whether measured by stretch or by torque, properly preloading
a rod bolt is essential for trouble-free performance. If a bolt
is installed without sufficient preload (or pre-stretch), every
revolution of the crankshaft will cause a separation between the
connecting rod and rod cap. This imposes additional stretch in
the bolt. The stretch disappears when the load is removed on each
revolution, or cycle. Over time, this cycle stretching and relaxing
can cause the bolt to fail due to fatigue, just like a paper clip that
is bent back and forth by hand. To prevent this condition, the
bolt’s pre-load must be greater than the load caused by engine
operation.
A properly installed bolt remains stretched by its preload and
isn’t exercised by the cyclic loads imposed on the connecting rod.
A quality bolt will stay stretched this way for years without failing.
The important thing is to prevent the bolt from failing due to
fatigue by tightening it to a load greater than the demand of the
engine. Protect your bolts – tighten them as recommended.
You can easily monitor the condition of the rod bolts through
use of a stretch gauge, or a micrometer for that matter. Prior to
installing the rod, measure the length of the bolt in a “relaxed”
(untorqued) state. Write this down. You can make up a chart
similar to the one shown on this page to properly keep track
of the data. When you tear the engine down for maintenance,
again measure the length of each rod bolt – being careful to keep
everything in the proper order. If any of the rod bolts have taken
a permanent set and have stretched by .001˝ or longer you should
replace the fastener IMMEDIATELY! The stretching is a sure
indicator that the bolt has been compromised and taken past its
yield point.
In other types of bolted joints, this careful attention to
tightening is not as important. For example, flywheel bolts need
only be tightened enough to prevent them from working loose.
Flywheel loads are carried either by shear pins or by side loads
in the bolts; they don’t cause cyclic tension loads in the bolts.
Connecting rod bolts, on the other hand, support the primary
tension loads caused by engine operation and must be protected
from cyclic stretching. That’s why proper tightening of connecting
rod bolts is so important. See pages 25-26 for recommended
stretch and torque.
Friction is a challenging problem because it varies so much,
and is extremely difficult to control with most commonly known
lubricants. The best way to avoid the pitfalls of friction and the
known variables associated with different lubricants is by using
the stretch method. This way preload is independent of friction,
and can be controlled by measuring the exact amount of bolt
stretch. Each time a new bolt is torqued and loosened, the friction
factor gets smaller. Eventually the friction levels out and becomes
constant for all following repetitions, making it necessary to
tighten and loosen a new bolt several times before final installation,
when the stretch method can not be used. The number
of cycles depends on the lubricant. Most lubricants require, 5-7
tightening and loosening cycles to level out the friction before
final installation. However, with the introduction of ARP’s new
Ultra-Torque fastener assembly lubricant, cycling a new fastener
before final installation becomes a “thing of the past.” See page
93 for more information on ARP Ultra-Torque ® fastener assembly
lubricant.
A rod bolt stretch gauge is one of the most important tools a serious
engine builder can own. It’s valuable in properly setting up a rod for
resizing, obtaining the proper torque load when installed in the engine,
and monitoring the condition of the bolt while in use.
Rod Bolt Stretch Monitoring Chart
Rod #1 Rod #2 Rod #3 Rod #4
Inside Bolt Inside Bolt Inside Bolt Inside Bolt
In Out In Out In Out In Out
Outside Bolt Outside Bolt Outside Bolt Outside Bolt
In Out In Out In Out In Out
Rod #5 Rod #6 Rod #7 Rod #8
Inside Bolt Inside Bolt Inside Bolt Inside Bolt
In Out In Out In Out In Out
Outside Bolt Outside Bolt Outside Bolt Outside Bolt
In Out In Out In Out In Out
29
the techcompany

the rod company bolts
30
PRO SERIES
CONNECTING
ROD BOLTS
A large number of connecting rod manufacturers
have chosen ARP bolts as standard equipment.
They’re proud to advertise their products as being
equipped with ARP rod bolts. And for good
reason. The “weak link” in a connecting rod has
always been the bolt, and racers know that nobody
builds a better bolt than ARP. However, it is critically
important to monitor the stretch of each bolt
and replace it when it has permanently elongated
by .001˝. Below you will find an extensive listing of
aftermarket connecting rods and replacement bolt
specifications.
In some instances, you may want to go to an
ARP rod bolt made from a better grade of material.
This will provide you with improved reliability.
However, please understand that when you want
bolts made from exotic, super high strength materials,
the cost will increase significantly. If you’re on
a budget, it’s best to go with the most cost-effective
solution. This is typically defined by the loads
that are carried by the bolts in terms of piston/
rod weight and the rotational speed of the engine.
The most cost effective design is the one in which
the bolt strength is just great enough to handle
its anticipated load – plus a safety margin for the
occasional overloads. Using a material which has
far more strength than required is not as cost effective
– but will definitely give you an extra margin
of safety and longer service life.
You should also know that ARP rod bolts
are superior to those from other manufacturers.
Especially in the area of fatigue strength. Testing
has shown ARP rod bolts to have ten times the
fatigue strength of other bolts. In the chart below,
you’ll find a bar chart that graphically shows the
difference between ARP Pro Series rod bolts and
the fastener made by a leading competitor. It’s
easy to see why ARP bolts are superior. As such,
it makes good sense to rely on ARP for optimum
connecting rod service and reliability. Make the
most of your racing budget and rely on ARP rod
bolts. You’ll find the ARP name proudly stamped
on each bolt as your assurance of quality.
3,000,000
2,000,000
1,000,000
900,000
800,000
700,000
600,000
500,000
400,000
300,000
200,000
100,000
Run Cycles
To Failure
High Load 16,700 lbs.
Low Load 4,700 lbs.
Competitor’s
Bolt (AMS 5844)
ARP3.5
(AMS 5844)
ARP CUSTOM
AGE 625+
g Forged in-house at ARP using only the finest quality materials
g Heat-treated using special vertical racks to assure complete 360° penetration
g Threads rolled after heat-treat to provide up to 10-times longer fatigue strength
g Precision CNC-machined to exacting specifications
g Specially designed for optimum reliability in each application
ARP connecting rod bolts are used in everything
from exotic 18,000 rpm Formula 1 engines to 8,000
horsepower nitro-burning Top Fuel motors
It’s important to note that a number of premium quality
connecting rods come from their respective manufacturers
with ARP rod bolts as standard equipment. We
are pleased to consider these key firms our
“Performance Partners” and embarked upon a
program to recognize this alliance. ARP also
manufactures replacement connecting rod
bolts for products from other firms. We
feel that our fasteners are substantially
better than those OEM offerings, and they
will serve to increase the durability and service
life of these rods. For information pertaining
to obtaining replacement bolts for these rods,
contact our tech department.
800-826-3045

MATERIALS USED IN THE MANUFACTURE OF CAP SCREW TYPE CONNECTING ROD BOLTS
8740 CHROME MOLY: Until the development of today’s modern
alloys, chrome moly was popularly considered a high strength material.
Now viewed as only moderate strength, 8740 chrome moly is seen
as a good tough steel, with adequate fatigue properties for most racing
applications, but only if the threads are rolled after heat-treatment,
as is the standard ARP production practice. Typically, chrome moly
is classified as a quench and temper steel, that can be heat-treated to
deliver tensile strengths between 180,000 and 210,000 psi.
AERMET: With a typical tensile strength of 290,000-310,000
psi, Aermet is a new martensitic super-alloy that is stronger and
less expensive than the super-alloy austenitic materials that follow.
Because it is capable of achieving incredibly high clamping loads, it
is ideal for short but extreme environments like top fuel, funny car
and some short track applications. Although Aermet is a maraging
steel that is far superior to other high strength steels in its resistance
to stress corrosion, it must be kept well-oiled and not exposed to
moisture.
ARP2000®: ARP2000 is an alloy steel that can be safely heat treated to
a higher level, producing a greater strength material than 8740. While
8740 and ARP2000 share similar characteristics – ARP2000 is capable of
achieving a clamp load at 220,000 psi. ARP2000 is used widely in short
track and drag racing as an up-grade from 8740 chrome moly in both
steel and aluminum rods. Stress corrosion and hydrogen embrittlement
are typically not a problem, providing care is taken during installation.
L19: This is a premium steel that is processed to deliver superior
strength and fatigue properties. L19 is a very high strength material
compared to 8740 and ARP2000 and is capable of delivering
a clamp load at 260,000 psi. It is primarily used in short track and
drag racing applications where inertia loads exceed the clamping
capability of ARP2000. Like most high strength, quench and temper
steels – L19 requires special care during manufacturing to avoid
hydrogen embrittlement. This material is easily contaminated and
subject to stress corrosion. It must be kept well-oiled and not exposed
to moisture.
800-826-3045
Application Material
UHL
(in.)
Thread
Dia. (in.)
Wrench
Dia. (in.)
Set
Qty
Complete
Set
Ford 427 (LeMans) and general replacement for aluminum rods, w/ washer 8740 1.800 7/16 7/16 16 200-6001 200-6021
Venolia, BRC, aluminum rod replacement, with washers 8740 1.800 7/16 7/16 16 200-6002 200-6022
Manley/Elgin replacement, with washers 8740 1.800 7/16 7/16 16 200-6003 200-6023
General replacement, aluminum rods, with washers 8740 2.000 7/16 7/16 16 200-6004 200-6024
Manley replacement, with washers 8740 1.600 7/16 7/16 16 200-6006 200-6026
Manley replacement, rod part number 14051 and 14055 ARP2000 1.850 7/16 7/16 16 200-6201 200-6221
Carrillo replacement for CARR bolt, with washers ARP2000 1.800 7/16 1/2 16 200-6202 200-6222
Carrillo replacement for H-bolt, without washers L19 1.725 7/16 1/2 16 200-6203 200-6223
Lentz replacement with washers ARP2000 1.800 7/16 1/2 16 200-6204 200-6224
Lentz replacement without washers ARP2000 1.725 7/16 1/2 16 200-6205 200-6225
Venolia, Brooks, KB, Aluminum rod replacement with washer ARP2000 2.000 7/16 1/2 16 200-6206 200-6226
General replacement, steel rods ARP2000 1.600 3/8 7/16 8 200-6209 200-6219
General replacement, steel rods ARP2000 1.500 5/16 3/8 8 200-6210 200-6220
Venolia, Brooks, KB, BRC, Aluminum rod replacement with washer L19 2.000 7/16 1/2 16 200-6506 200-6526
Venolia, Brooks, KB, Aluminum rod replacement with washer Custom Age 625+ 2.000 7/16 1/2 16 300-6706 300-6726
Carrillo, Lentz, Ferrea replacement without washer ARP3.5 1.750 7/16 1/2 16 300-6601 300-6621
Carrillo, Lentz, Ferrea replacement without washer Custom Age 625+ 1.750 7/16 1/2 16 300-6701 300-6721
Carrillo replacement ARP3.5 1.600 3/8 7/16 16 300-6602 300-6622
Carrillo replacement Custom Age 625+ 1.600 3/8 7/16 16 300-6702 300-6722
Carrillo replacement ARP3.5 1.600 3/8 7/16 8 300-6603 300-6623
Carrillo replacement Custom Age 625+ 1.600 3/8 7/16 8 300-6703 300-6723
Carrillo replacement ARP3.5 1.500 5/16 3/8 8 300-6608 300-6628
Carrillo replacement Custom Age 625+ 1.500 5/16 3/8 8 300-6708 300-6728
General replacement, steel rods ARP2000 1.500 3/8 7/16 8 200-6207 200-6227
General replacement, steel rods ARP2000 1.750 3/8 7/16 8 200-6208 200-6228
General replacement Custom Age 625+ 1.500 3/8 7/16 8 300-6704 300-6724
2-Piece
Pack
INCONEL 718: A nickel based material that is in the high temperature,
super-alloy class, it is found to be equally suitable in lower
temperature applications. This material delivers tensile strengths in
the 210,000-230,000 psi range and exhibits improved fatigue properties.
Best of all, Inconel 718 is completely immune to hydrogen
embrittlement and corrosion.
ARP3.5 (AMS5844): While similar to Inconel 718, these superalloys
are found in many jet engine and aerospace applications
where heat and stress attack the life of critical components. The
high cobalt content of this alloy, while expensive, delivers a material
with superior fatigue characteristics and typically tensile strength
in the 260,000-280,000 psi range. The immunity to hydrogen
embrittlement and corrosion of these materials is a significant design
consideration. These materials are primarily used in connecting rods
where extremely high loads, high RPM and endurance are important
factors – Formula 1, NASCAR and IRL applications.
CUSTOM AGE 625 PLUS: This newly formulated super-alloy demonstrates
superior fatigue cycle life, tensile strength and toughness
– with complete resistance to atmospheric corrosion and oxidation.
ARP is the first to develop manufacturing and testing processes for
fasteners with Custom Age 625+. Best of all it is less expensive and
expected to soon replace MP-35 as the material of choice in the
high strength, super-alloy field. Typical tensile strength is 260,000-
280,000 psi.
31
the rod company bolts

the rod company bolts
32
HOW TO: INSTALL CAP-STYLE ROD BOLTS
Replace your original connecting
rod cap screws with these ARP products
for enhanced durability and improved
strength. Use whenever cap screw-style
bolts are used for rod cap retention.
TECH TIP
Be sure the torque spec used when
re-sizing a rod and final engine assembly
are the same. Communicate with
your machinist! Use a stretch gauge
for both functions, if possible.
NOTE: One way to know if a bolt is ready
to fail is if it has permanently yielded
.001˝ or more. See page 27.
3. Measure pre-torqued bolt length.
Always keep a log of the original free
standing length. A sample is on page 29.
Assemble cap to rod, then lubricate the
bolt threads and washer with ARP Ultra-
Torque lubricant. Install bolt & washer.
3. Lubricate the bolt threads and the
face of the nuts with ARP Ultra-Torque
lubricant, tighten nuts to achieve recommended
bolt stretch. A rod bolt stretch
chart is located on pages 25-26.
1. Clean and inspect all hardware for obvious
damage. If necessary, chase or re-tap
con rod threads to ensure proper thread
engagement and accurate torque readings.
4. Using a stretch gauge or micrometer
to measure fastener stretch, torque rod
bolt until recommended bolt stretch is
achieved. A rod bolt stretch chart is located on
pages 25-26.
4. With proper preload applied, have rods
resized. This procedure is recommended
any time rod bolts are replaced.
2. Position washer under bolt head to
ensure it clears the under head radius.
NOTE: Improper installation will cause
premature bolt failure.
5. Once properly preloaded, have the
rods resized before assembling them to the
pistons, then install in engine using the
prescribed bolt-stretch method.
HOW TO: INSTALL OEM-STYLE ROD BOLTS
Improved reliability and optimum
strength are the main attributes of ARP’s
replacement rod bolts. These are the
finest fasteners available today, and are
recommended for all high performance
applications.
TECH TIP
Be sure the torque spec used when
re-sizing a rod and final engine assembly
are the same. Communicate with
your machinist! Use a stretch gauge
for both functions, if possible.
1. Inspect rods to ensure there is adequate
chamfer to clear radius under heads, then
install bolts after inspecting for damaged
hardware.
2. Reinstall the rod cap, then measure bolt
length using a micrometer (free standing
length).
5. Install rod and piston assemblies in
engine using the prescribed bolt stretch
method or by following recommended
torque values.
800-826-3045

Standard High Performance
Wave-Loc ®
High Performance
choose from three arp
replacement rod bolts:
Because factory connecting rods (or aftermarket versions of
OEM rods) are used in a variety of applications from rebuilt stock
motors to modified powerplants used in circle track, marine and
drag racing engines – including those with superchargers and/
or nitrous oxide injection systems – ARP offers replacement rod
bolts in three different models. All of them are substantially better
than the stock OEM and most aftermarket bolts.
GOOD: STANDARD HIGH PERFORMANCE BOLTS
A premium grade 8740 alloy chrome moly steel is used to
manufacture ARP High Performance connecting rod bolts.
This material is heat-treated to provide a tensile strength in
the 200,000 psi range, which is substantially stronger than the
OEM bolts. Cycle testing shows ARP High Performance rod
bolts to be nearly five times more reliable than stock bolts.
BETTER: WAVE-LOC ® HIGH PERFORMANCE BOLTS
The same heat-treated 8740 chrome moly steel is used to make
these rod bolts as ARP’s standard High Performance rod bolts.
The big difference is in the shank design, with ARP’s exclusive
(and patented) Wave-Loc technology providing substantial
benefits. Because there are fairly wide tolerances in factory bolt
holes, the bolt must be able to fit snugly and a knurl is applied.
Unfortunately, these knurls cut deep into the bolt material, leaving
sharp edges and enormous “stress risers” that promote failure.
That’s why ARP developed the Wave-Loc design that features symmetrical
waves and has an effective interference range of .001˝ to
.005˝ for proper cap alignment.
BEST: “PRO” SERIES WAVE-LOC BOLTS
For the most severe applications, in conjunction with aftermarket
I-beam rods, ARP has developed the “Pro” Series Wave-Loc
bolts. These ultra heavy-duty rod bolts are made from a special
material designated ARP2000. It has approximately 200% the
fatigue life of 8740 chrome moly steel and has a tensile strength
of about 220,000 psi, and is capable of more than 12,000 lbs.
clamping force.
800-826-3045
Pro Series
Wave-Loc
REPLACEMENT
CONNECTING
ROD BOLTS
TECH NOTE: ROD BOLTS
Unquestionably the most important fasteners in any
engine are the connecting rod bolts, as they hold the key
to the entire rotating assembly. A broken bolt will lead to
catastrophic engine failure. As you can imagine, the most
critical joint is where the connecting rod halves mate. The
rod bolts must support the primary tension loads caused
by each rotation (or cycle) of the crankshaft. When the
crank rotates, the big end of the connecting rod essentially
becomes oval-shaped and the rod bolts bend. As the crankshaft
continues to rotate, the rod becomes round again.
With alternating tension loads and cyclic bending of the
bolts, it is very important to install fasteners that are able to
exert a clamping force greater than the load imposed upon
the joint (tension).
In addition to utilizing a rod bolt with sufficient strength
to withstand the tremendous cyclical strains placed upon
it, it is absolutely imperative that the bolts be properly
tightened. The preferred method of monitoring the correct
amount of tension is through use of a stretch gauge. This
is far more accurate than using a torque wrench. Moreover,
through subsequently checking the rod bolts length at teardowns,
it is possible to determine if it has been stressed
beyond safe limits and must be replaced.
ADVANTAGES OF WAVE-LOC ROD BOLTS:
Threads
are rolled,
not cut
“Waves” are forged into bolt,
as opposed to cut knurls,
which interrupt grain flow
• Wave-Loc surface contacts the
rod and cap for optimum alignment
and reduction of fluctuating
stress – which strengthens the
rod itself!
• Provides snug fit for all OEM connecting
rods (interference range of
.001˝ to .005˝), despite wide range
of factory rod bolt hole tolerances.
• Available for most applications.
“Waves” contact bolt hole wall
to provide extra support and
strengthen connecting rod
Rod cap is precisely located
because forward “wave” serves
as a guide
• Superior material grain flow
because of patented Wave-Loc
surface design as compared to
knurled bolts that have sharp
edges and “built-in” stress risers.
• Galling and scoring of the rod is
virtually eliminated because there
is only smooth contact and absolutely
no “digging.”
33
the rod company bolts

the rod company bolts
A
B
C
D
E
F
G
H
I
J
K
L
M
34
Application
ALFA ROMEO
Note: Please verify rod bolt head style against
the photos labeled A-M when replacing rod bolts
Head
Style
Hi-Perf
8740
(complete)
2.0L GTV A 126-6101
AMC
258 cid inline 6 D 112-6001
290-304-343-360 cid 11/32˝ D 114-6001
390 cid (1968-69) D 114-6004
390-401 cid (1970 & later) 3/8˝ D 114-6002
BMC/TRIUMPH/ROVER
Hi-Perf
8740
(2-PC)
HP Wave
8740
(complete)
HP Wave
8740
(2-PC)
Pro Wave
ARP2000
(complete)
Pro Wave
ARP2000
(2-PC)
Pro Series
ARP2000
(complete)
A Series 3/8˝ J 206-6001 206-6021
A & B Series 11/32˝ C 206-6002
B Series (1964-68) 18GB & 18GF 3/8˝ E 206-6003
Bonneville 650cc motorcycle (1956-72) 206-6009
K Series E 206-6007
1.3L & 1.5L Spitfire E 206-6004
2.0L GT6 & 2.5L TR6 E 206-6005
2.0L SOHC TR7 K 206-6006
BMW
Pro Series
ARP2000
(2-PC)
1.6L (R53) Mini Cooper M8 x 43MM UHL E 206-6008
2.3L (S14) M11 x 41MM UHL E 201-6104
2.5L (M50/M50TU) inline 6 M9 x 53MM UHL E 201-6301
2.8L (M52EURO), 3.0L (S50US) & 3.2L (S52US)
inline 6 M9 x 44MM UHL
E 201-6201
2.8L (M52/M52TU) & 3.0L (M54) inline 6
M9 x 47MM UHL
E 201-6303
3.0L (S50 EURO) inline 6 M10 x 45MM UHL E 201-6102
3.2L (S54) inline 6 M11 x 47MM UHL E 201-6103
4.4L (M62/M62TU) V8 M9 x 53MM UHL
BUICK
E 201-6302
90° V6 (cap screw type) 1.500˝ UHL E 123-6001 123-6021
90° V6 (cap screw type) 1.700˝ UHL E 123-6002 123-6022
215 cid aluminum V8 D 124-6001
350 cid (1968-73) standard 11/32˝ 124-6002
350 cid (1968-73) .015 in. oversize 11/32˝ 124-6003
400-401-425-430-455 cid
CADILLAC
B 125-6001
472-500 cid with 12 pt nuts
CHEVROLET, SMALL BLOCK
D 135-6003
7/16˝ “K” rod with 12 pt nuts A 134-6004
265-283-327 cid (small journal) 11/32˝ D 134-6001 134-6021 134-6401 134-6411 234-6401 234-6421
305-307-327-350 cid (large journal) 3/8˝ B 134-6003 134-6023 134-6403 134-6423 234-6403 234-6423
350 cid PM Rod (1992-97) LT1/LT4 B 134-6005
383 Stroker w/ 350 rod (extra head clearance) A 134-6027
400 cid A 134-6002 134-6022 134-6402 134-6422 234-6402 234-6422
Gen III/LS Series small block (except LS7)
“Cracked Cap Design”
E 134-6006 134-6026 234-6301 234-6321
Gen III/LS7 small block (titanium rod)
CHEVROLET, BIG BLOCK
E 234-6302
396-402-427-454 cid 3/8˝ A 135-6002 135-6022 135-6402 135-6422 235-6402 235-6422
409 cid B 134-6003 134-6023 134-6403 134-6423 234-6403 234-6423
454-502 cid 7/16˝ A 135-6001 135-6021 135-6401 135-6421 235-6401 235-6421
454-502 cid 7/16˝ with 12 pt nuts
CHEVROLET, 4 AND 6-CYLINDER
A 235-6403 235-6423
140-145-164 cid Corvair 5/16˝ D 132-6002 132-6022
194-230-250 cid inline 6 D 132-6001 132-6021
120-140 cid 4-cylinder Vega D 131-6001 131-6021
2.8L 60° V6 D 133-6002 133-6022
4.3L 90° V6
CHRYSLER
A 133-6001 133-6021
2.2L & 2.5L 4-cylinder D 141-6001 141-6021 141-6401
170-225 cid Slant Six (1976 & earlier) F 142-6001
225 cid Slant Six (1977 & later) D 142-6002
318-340-360 Wedge & 318-360 Magnun D 144-6001 144-6021 144-6401 144-6421 244-6401 244-6421
5.7L Hemi E 247-6301
6.1L & 6.4L Hemi E 247-6302
383-400-413-440 Wedge & 354-392 Hemi D 145-6002 145-6022 145-6402 245-6402 245-6422
426 factory Hemi 7/16˝ M 145-6001 145-6021
Red part numbers indicate new items
800-826-3045

Application
Note: Please verify rod bolt head style against
the photos labeled A-M when replacing rod bolts
FORD, SMALL BLOCK
800-826-3045
Head
Style
Hi-Perf
8740
(complete)
Hi-Perf
8740
(2-PC)
HP Wave
8740
(complete)
HP Wave
8740
(2-PC)
Pro Wave
ARP2000
(complete)
Pro Wave
ARP2000
(2-PC)
Pro Series
ARP2000
(complete)
Pro Series
ARP2000
(2-PC)
239-256-272-292 Y block (rod marked EBU) M 154-6005
239-256-272-292 Y block (rod marked ECZ) F 154-6004 154-6024
289-302 cid standard 5/16˝ B 154-6002 154-6022 154-6402 154-6422 254-6402 254-6422
302 cid Sportsman SVO 3/8˝ M 150-6005 150-6025
312 cid F 154-6004 154-6024
351 Cleveland C 154-6003 154-6023 154-6403 154-6423 254-6403 254-6423
351-400M C 154-6001 154-6021 154-6401 154-6421
Boss 302 & 351W C 150-6004 150-6024 150-6404 150-6424 250-6404 250-6424
351W with square head rod bolt
FORD, BIG BLOCK
M 154-6006
390-406-410-427-428 cid FE Series G 155-6002 155-6022 255-6402 255-6422
427 LeMans E 200-6001 200-6021
428 Cobra Jet (replacement for 13/32˝ bolt) A 155-6001 155-6021
429-460 cid M 155-6003 155-6023
Boss 429-460
FORD, MODULAR
C 150-6004 150-6024 150-6404 150-6424 250-6404 250-6424
4.6L & 5.4L
FORD, 4 AND 6-CYLINDER
E 256-6301
1.6L CVH M8 E 151-6004
1.6L Zetec E M8 E 151-6003 151-6023
1.8L Duratec E 251-6202
2.0L DOHC Cosworth Sierra/Escort E 251-6301
2.0L RS 2000 M8 E 251-6201 251-6222
2.0L Zetec M9 E 151-6005
2000cc Pinto D 151-6001 151-6021
2300cc Pinto F 151-6002 151-6022 251-6402 251-6422
2.8L & 2.9L V6 B 153-6001
3.8L V6 Super Coupe T-bird C 153-6002 153-6022
240-300 cid inline 6 G 152-6001
4.9L inline 6
HOLDEN
C 152-6002
11/32˝ B 205-6002
3/8˝
HONDA/ACURA
B 205-6001
1.2L, 1.6L & 1.8L M8 A 208-6001
1.6L & 1.8L M9 A 208-6401
2.0L (F20C) & 2.2L (F22C) S2000 E 208-6002
2.0L (K20A) E 208-6003
3.0L (C30A) V6 Acura NSX M9 208-6004
3.2L (C32B) V6 Acura NSX M8
LANCIA
208-6005
2.0L SOHC 8V & DOHC 16V Turbo
MAZDA
E 275-6001
1.6L (B6) & 1.8L (BP) DOHC Miata M9
MITSUBISHI
K 118-6401
2.0L (4B11) DOHC (2008 & later) E 207-6002
2.0L (4G63) DOHC (1993 & earlier) M9 C 107-6001 107-6021
2.0L (4G63) DOHC (1994-07) M8 A 107-6002 107-6022
2.6L (G54B) C 107-6003 107-6023
3.0L (6G72) & 3.5L (6G74) V6
NISSAN/DATSUN
C 107-6004 107-6024
A Series (A12-A12A-A13-A14-A15) A 102-6002
L16 Series M8 C 102-6001
L20 Series 4-cylinder & 2.2L (Z22) M9 C 202-6001
L24 Series (early) inline 6 M8 C 202-6002
L24 (late), L26 & L28 Series inline 6 M9 C 202-6003
2.0L (SR20DE/DET) 11/32˝ C 202-6005
2.4L (KA24DE) 11/32˝ C 102-6003
2.6L (RB26DET/DETT) Inline 6 11/32˝ A 202-6007
3.0L (VG30E/ET) SOHC V6 M9 C 202-6003
3.0L (VG30D/DET/DETT) DOHC V6 11/32˝ C 202-6004
3.5L (VQ35) DOHC V6 M8
OLDSMOBILE
E 202-6006
2.3L & 2.4L Quad 4 I 181-6001
Red part numbers indicate new items
35
the rod company bolts
A
B
C
D
E
F
G
H
I
J
K
L
M

the rod company bolts
A
B
C
D
E
F
G
H
I
J
K
L
M
Application
Note: Please verify rod bolt head style against
the photos labeled A-M when replacing rod bolts
Head
Style
Hi-Perf
8740
(complete)
Hi-Perf
8740
(2-PC)
HP Wave
8740
(complete)
HP Wave
8740
(2-PC)
Pro Wave
ARP2000
(complete)
Pro Wave
ARP2000
(2-PC)
Pro Series
ARP2000
(complete)
Pro Series
ARP2000
(2-PC)
OLDSMOBILE (CONTINUED)
307-350-403-425 cid A 184-6001 184-6021
455 cid
OPEL/VAUXHALL
F 185-6001 185-6021
1.4L & 1.6L 8V M8 E 109-6002
1.4L 16V M9 E 109-6003
2.0L 16V M9
PEUGEOT
E 109-6001 209-6003
205 & 306
PONTIAC
M 117-6101
151 cid (Iron Duke) 4-cylinder 11/32˝ D 191-6001
3800 V6 (cap screw type) 1.700˝ UHL E 123-6002 123-6022
301 cid D 194-6001
287-317-347-370-389 cid (1955-62) D 190-6002 190-6022
326-389-400-455 cid (1963 & later) 3/8˝ I 190-6001 190-6021
455 Super Duty 7/16˝ M 190-6003 190-6023
455 Super Duty (cap screw type) 7/16-24
PORSCHE
E 190-6004
RSR Ti rod H 204-6004
1.7L & 2.0L Type IV K 104-6006
2.0L 911S (1969) H 204-6003
911/930 Turbo & 933 M9 H 204-6005
911 M10 H 204-6001
944 K 204-6002
986/987/996 & 997 (cap screw type) M9
RENAULT
E 204-6301
Clio (F4R) 16V M9 E 216-6301
R5 Turbo (Mid-Engine) E 216-6302
R12 Gordini/Alpine (807g)
SUBARU
E 116-6001
1.8L (EJ18) & 2.2L (EJ22) SOHC, 2.5L (EJ25) S0HC/
DOHC Non Turbo & 2.0L (EJ20) DOHC Turbo
I 260-6301
2.5L (EJ25) DOHC Turbo
SUZUKI
E 260-6302
GSX 1300 Hayabusa
TOYOTA
E 271-6301
1.6L (4AGE) DOHC & 1.6L (4ALC) SOHC M9 A 203-6001
1.6L (2TC/2TG) & 1.8L (3TC) A 203-6003
1.8L (2ZZGE) E 203-6301
2.0L (3SGTE) & 2.4L (22R) A 203-6002
3.0L (7MGTE) inline 6 (1986-92) Supra A 203-6004
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra
VOLKSWAGEN/AUDI
E 203-6005
Audi 5-cylinder L 104-6007
Formula Vee (cap screw type) M9 E 104-6005 104-6025
Super Vee (cap screw type) Audi-style rod E 104-6003 104-6023
1600cc air cooled K 104-6001
1600cc water-cooled Rabbit & Corrado G60 K 104-6002
1.8L & 2.0L water cooled L 104-6004 104-6024
2.7L (APB/BEL) Turbo & 2.8L (AFC/ACK/AHA/ATQ)
Non Turbo V6
E 204-6201
2.8L & 2.9L VR6 E 204-6006
Red part numbers indicate new items
Miss Geico takes another checkered flag with ARP fasteners onboard Kevin Walsh Motorsports 1600 car
36
800-826-3045

800-826-3045
CYLINDER HEAD STUDS
It is for good reason that virtually every top professional engine builder
relies on ARP Pro Series head studs for their all-out competition powerplants.
Simply stated, there’s not a better stud setup on the market today.
For openers, ARP uses a premium grade 8740 alloy that is rated far superior to
“aircraft” quality. Each stud is placed vertically in special racks and precisely heat-treated to
200,000 psi. This procedure ensures complete heat penetration and the results are far superior
to those lesser quality studs from other manufacturers who just dump pieces in a basket and hope
for the best.
Following heat-treat, each stud is centerless ground to make it as close to perfectly concentric as
possible. This procedure involves about ten very slight cuts and results in an exceptionally straight part. It’s
important to note that lesser quality studs are not even centerless ground – the material is thread rolled in bar
stock form (mostly before heat-treat, when the material is easier to machine). Because ARP studs are manufactured
to such exacting tolerances, you will note that gaskets and cylinder heads literally glide into position and are perfectly
aligned – something that won’t happen with inferior quality head studs.
ARP studs are thread rolled after heat-treat, which gives them about 1000% (that’s ten times) better fatigue strength than
those studs that are threaded prior to heat-treat (a very common industry practice). It costs a lot more to do it this way, because
it’s tough on tooling, but the results are well worth the extra effort.
You will also note that ARP offers specially undercut studs for several engines. This procedure (done only to the shorter
studs) more equalizes the “stretch” of both studs, which makes for a more consistent clamping force – and one that compensates
for head gasket compression when the cylinder heads are installed. This helps prevent blown head gaskets, and assures optimum
engine sealing!
Premium quality heat-treated 8740 chrome moly steel head stud kits are available for most every domestic and import applications.
You won’t find a better quality stud on the market from any other source. Look for ARP stamped on each stud as your assurance of
quality.
Clearly, they are the best on the market today, and the favorite of leading professional engine builders in all forms of racing.
HEAD STUDS vs. BOLTS...
A TECHNICAL DISCUSSION
ARP’s factory Tech Representatives are often asked which
is better, cylinder head studs or bolts. The answer, invariably,
depends on the installation. On many street-driven vehicles,
where master cylinders and other items protrude into the engine
compartment, it’s probably necessary to use head bolts so that
the cylinder heads can be removed with the engine in the car.
For most applications, however, studs are recommended.
And for good reason. Using studs will make it much easier to
assemble an engine (especially a racing powerplant which must
be serviced frequently and quickly!) with the cylinder head and
gasket assured of proper alignment.
Application Hex Nuts
Studs also provide more accurate and consistent torque
loading. Here’s why. When you use bolts to secure the head,
the fastener is actually being “twisted” while it’s being torqued
to the proper reading. Accordingly, the bolt is reacting to two
different forces simultaneously. A stud should be installed in
a “relaxed” mode – never crank it in tightly using a jammed
nut.
If everything is right, the stud should be installed finger tight.
Then, when applying torque to the nut, the stud will stretch
only on the vertical axis. Remember, an undercut shorter stud
will have a rate similar to a longer, standard shank stud. This
provides a more even clamping force on the head. Because the
head gasket will compress upon initial torquing, make sure studs
and bolts are re-torqued after the engine has been run.
Hex Nuts
U/C Studs
12-Point Nuts
12-Point Nuts
U/C Studs
AMC
258 cid inline 6 112-4001
290-343-390 cid (1969 & earlier) 7/16” 114-4001 114-4201
304-360-390-401 cid (1970 & later) 1/2” 114-4002 114-4202
401 cid with Indy heads 114-4203
BMC/TRIUMPH
A Series, 9 studs 206-4201
A Series, 11 studs 206-4204
A Series, 11 studs, shaved head 206-4206
B Series 206-4202
1.3L & 1.5L Spitfire 206-4203
2.0L GT6 & 2.5L TR6 206-4205
2.0L SOHC TR7 206-4208
2.1L TR4 206-4207
BMW
2002 Coupe, 318i, 320i 4-cylinder 201-4601
530, 535, 635, 735 201-4602
2.5L (M50), 3.0L (S50US) & 3.2L (S52US) inline 6 ARP2000 201-4302
E46 M3/S54 inline 6 ARP2000 201-4303
37
the head company studs

the head company studs
38
BMW (CONTINUED)
Application Hex Nuts
Hex Nuts
U/C Studs
12-Point Nuts
1.6L (R53) Mini Cooper 201-4301
BUICK
V6 Stage I (1977-85) 123-4001 123-4201
V6 Grand National and T-Type (1986-87) 123-4003 123-4203
V6 with 1986-87’ block and GN1 Champion heads 223-4204
V6 Stage II 223-4002 223-4202
V6 Stage II with Champion heads 223-4203
215 cid 124-4002 124-4202
215 cid, Rover V8 124-4003
350 cid 124-4001 124-4201
401-425 cid, nail head 124-4004 124-4204
455 cid 125-4001 125-4201
CADILLAC
472-500 cid with 6 & 12 pt nuts for clearance 135-4007
CHEVROLET, SMALL BLOCK
12-Point Nuts
U/C Studs
23° OEM cast iron and aluminum Chevrolet, Gen III Vortec/Truck; LT1 Airflow Research, Brownfield;
Brodix -8,-10,-11, Track I, Dart Sportsman and Dart II, most Edelbrock, Trick Flow & most World
Products iron and aluminum heads
134-4001 234-4401 234-4301 234-4601
18° standard port 234-4107 234-4507 234-4307 234-4707
18° raised port 234-4108 234-4508 234-4308 234-4708
18° with raised intake 3/8˝ #10134363 and 64 234-4321 234-4721
with Bowtie aluminum and cast block, .950, coarse thread 234-4320 234-4720
18° with 3/8˝ holes 234-4322
18° Chevy heads w/ Brodix, Rodeck aluminum block 234-4710
7/16˝-3/8˝ stepped 234-4015 234-4315
Aluminum Block with Brodix -12 & 12x heads 234-4123
Aluminum Bowtie splayed bolt head 234-4213
Brodix -12, and Brodix 18° 234-4103 234-4503 234-4303 234-4703
Brodix -12 rollover (angle mill) 234-4311
Brodix 18° rollover 234-4310
Brodix -18c,-18x with 3/8” step stud 234-4727
Brodix -18c “AP” 234-4728
Brodix canted valve 234-4312
Brodix-Pontiac raised port 234-4106 234-4506 234-4306 234-4706
Brodix-Pontiac standard port 234-4105 234-4505 234-4305 234-4705
Brodix-Rodeck aluminum block w/ -8, 10, 11, 11x, & Track 1 Brodix heads 134-4301
Brodix-Rodeck aluminum block w/ 12x, 12RP/GB2000 heads 134-4302
Brodix-Rodeck aluminum block w/ 23° production style heads 134-4303
Brodix-Rodeck aluminum block w/ Brodix Weld-Tech Jones GB2200 heads 134-4304
Brodix-Rodeck aluminum block w/ BD1010 & BD2000 heads 134-4305
Brodix-Rodeck aluminum block w/ All Pro heads 134-4306
Brodix-Rodeck aluminum block w/ 12/18° WT/Clone Brodix head 3/8 ctr bolt holes 134-4307
Brodix-Rodeck aluminum block w 12/18° Brodix head, 7/16˝ studs 134-4308
Brodix-Rodeck aluminum block w/ Weld-Tech Jones GB2300 heads 134-4309
Brodix-Rodeck aluminum block w/ 16° Brodix heads 234-4726
Brodix-Rodeck aluminum block w/ canted valve Brodix heads 234-4711
Bowtie Block with 14° Pro Action head 234-4725
Bowtie cast iron and aluminum block with Brodix 12 Weld-Tech 234-4723
Carl Folts 15° heads 234-4338
Dart II, Brodix Track I, 23° Pro Action, Iron Eagle II, iron block 234-4109 234-4509 234-4309 234-4709
Dart 13° heads 234-4337
Dart 18° heads 234-4323
Dart 18° heads w/ II Generation steel block 234-4036 234-4336
Dart, Buick 234-4102 234-4502 234-4302 234-4702
Dart w/ Oldsmobile 14° heads 234-4104 234-4504 234-4304 234-4704
Dart Sportsman, .950, coarse thread 134-4002 234-4402 234-4332 234-4602
Pro Action 14° heads 234-4334
Pro Action 14° heads w/ Tall Deck block 234-4335
Pro Action 23° heads 234-4333 234-4433
SBC w/ -12 aluminum block 234-4324
SB2 234-4722
SB2 w/ Brodix, Rodeck aluminum block 134-4310
SB2-2 7/16˝ block w/ 220 ksi 234-4724
SB2-2 3/8˝ block w/ 220 ksi 300-4202
SB2-2 3/8˝ block w/ 260 ksi 300-4201
World - Motown iron block w/ standard SBC heads 134-4201
Red part numbers indicate new items
800-826-3045

CHEVROLET, SMALL BLOCK (CONTINUED)
800-826-3045
Application Hex Nuts
Hex Nuts
U/C Studs
12-Point Nuts
World - Motown aluminum block w/ standard SBC heads 134-4311
CHEVROLET, SMALL BLOCK - LS SERIES
Gen III/LS Series small block (2003 & earlier) 234-4110 234-4316
Gen III/LS Series small block (2004 & later) w/ all same length studs 234-4317
Gen III/LSX small block ARP 2000 234-4319
12-Point Nuts
U/C Studs
World - Warhawk aluminum block w/ standard LS heads or Warhawk 15° heads 134-4701
World - 9.240 deck - Warhawk aluminum block w/ Warhawk 12° LS7 heads 134-4702
World - 9.800 deck - Warhawk aluminum block w/ Warhawk 12° LS7 heads 134-4703
CHEVROLET, BIG BLOCK
348-409 cid 135-4002 235-4202
396-402-427-454 Cast iron OEM, Mark IV w/ aluminum factory heads and early Bowtie 135-4001 235-4401 235-4201 235-4601
396-402-427-454 Cast iron OEM, Mark IV w/ Edelbrock Performer RPM or Pro Top Line heads 235-4018 235-4518 235-4318 235-4718
396-402-427-454 Cast iron OEM, Mark IV w/ Edelbrock Victor heads 235-4019 235-4519 235-4319 235-4719
396-402-427-454 Cast iron OEM, Mark IV w/ World Products Merlin heads 235-4016 235-4316 235-4716
427 ZL1 Limited Edition, block #12370850, head #12363390/392/399 235-4321
454-502 cast iron OEM, Mark V or Mark VI w/ Brodix/Canfield heads 235-4114 235-4514 235-4314 235-4714
454-502 cast iron OEM, Mark V or Mark VI crate w/ Dart, AFR or World Products Merlin heads 235-4113 235-4513 235-4313 235-4713
454-502 cast iron OEM, Mark V with Mark V heads or Edelbrock heads 235-4108 235-4508 235-4308 235-4708
8.1L (496 cid) M10 ARP2000 235-4203
Bowtie 235-4110 235-4310
Late Bowtie, Dart Merlin, iron and aluminum Dart 360, Edelbrock, Dart Pro 1, AFR, Profiler 24° 235-4103 235-4503 235-4303 235-4703
long exhaust studs, ONLY 8 PIECES (with nuts and washers) 235-4106 235-4306
Brodix, -2, -4, 2x, 3x, Canfield, Holley, Big Duke 235-4102 235-4502 235-4302 235-4702
Brodix, Sonny Leonard 14.5° Pro Stock heads or Brodix PB1200 heads, w/ cast iron block 235-4320
Brodix, Sonny Leonard 14.5° Pro Stock heads or Brodix PB1200 heads, w/ Brodix aluminum block 135-4301
Brodix, fits BB1 OEFI, 2, 2t, 2x, 2extra, 3, 4, 4extra, 5 heads, w/ Brodix aluminum block 135-4302
Brodix, w/ Dart Pro 1 or 360 heads, Pro Top Line, w/ Brodix aluminum block 135-4303
Brodix, w/ Big Duke/Big Chief heads, w/ Brodix aluminum block 135-4304
Brodix, w/ Pontiac Pro Stock heads 235-4107 235-4507 235-4307 235-4707
Dart Big Chief 235-4112 235-4512 235-4312 235-4712
Oldsmobile DRCE 235-4109 235-4509 235-4309 235-4709
Symetrical-spread port Chevy 235-4104 235-4504 235-4304 235-4704
With GM aluminum block, 7/16˝ diameter 135-4005 235-4505 135-4205 235-4705
With GM aluminum block, 1/2˝ diameter 135-4006 235-4506 135-4206 235-4706
World - Merlin aluminum block w/ Merlin Grumpy Jenkins or Dart aluminum heads 135-4207
World - Merlin aluminum block w/ Merlin II/III iron and aluminum heads 135-4208
CHEVROLET, 4 AND 6-CYLINDER
GM 2.2L Ecotec 231-4701
GMC Vega 140 131-4002
Inline 4-cylinder (1962 & later) 131-4001 131-4201
Inline 6-cylinder (1962 & later) 132-4001 132-4201
2.8L 60° V6 M11 233-4003 233-4303
4.3L 90° V6 233-4001 233-4401 233-4301 233-4601
4.3L 90° V6 with 18° raised port 233-4108 233-4508 233-4308 233-4708
4.3L 90° V6 with 18° standard port 233-4107 233-4507 233-4307 233-4707
4.3L 90° V6 with Oldsmobile 14° heads 233-4104 233-4504 233-4304 233-4704
4.3L 90° V6 with Pontiac raised runner 233-4102 233-4502 233-4302 233-4702
CHRYSLER, SMALL BLOCK
273-318-340-360 Wedge 144-4001 144-4201
318-340-360 Wedge with W2 or W-2 Econo heads 144-4002 144-4202
318-340-360 Wedge with W5-W7 heads & 318-360 Magnum with factory or Edelbrock Magnum heads 144-4003 144-4203
318-340-360 Wedge with Edelbrock RPM heads 144-4005
318-340-360 Wedge with B1-BA heads 144-4004 144-4204
5.7L, 6.1L & 6.4L Hemi 244-4300
CHRYSLER, BIG BLOCK
383-400-413-426-440 Wedge with factory heads or Edelbrock RPM heads 145-4006 145-4206
383-400-413-426-440 Wedge with Koffel B1 or Brodix B1-MO/MC heads 145-4007 245-4307
383-400-413-426-440 Wedge with Koffel BTS full or Brodix B1-BS heads 145-4012
383-400-413-426-440 Wedge with Indy 440 heads 145-4011 245-4311
331-354-392 factory Hemi & Edelbrock RPM heads 145-4001 145-4201
426 factory Hemi & 426-472-528 Hemi Crate Motor 7/16˝ 145-4003 245-4203
426 factory Hemi (modified for 1/2˝) 145-4002 245-4202
KB Hemi - inner valley studs 245-4306
KB Hemi (short deck) 1/2˝ 245-4308
KB Hemi (standard deck) 1/2˝ 245-4005 245-4305
Red part numbers indicate new items
39
the head company studs

the head company studs
40
CHRYSLER, BIG BLOCK (CONTINUED)
Application Hex Nuts
Hex Nuts
U/C Studs
12-Point Nuts
KB Hemi (long deck) 1/2˝ 245-4309
12-Point Nuts
U/C Studs
KB Hemi (standard deck) 9/16˝ 245-4310 245-4710
World - Hemi iron & aluminum blocks w/standard Hemi heads or Indy hemi heads 145-4005
World - Hemi iron & aluminum blocks - inner valley studs 245-4312
CHRYSLER, 4 AND 6-CYLINDER
2.2L 4 cylinder (non-turbo only) M11 241-4501 241-4701
170-225 cid Slant Six 142-4001
DIESEL
Chevy GMC 6.2L M12 130-4062
Chevy Duramax 6.6L (2001& later) (LB7/LLY/LBZ/LMN) ARP2000 230-4201
Chevy Duramax 6.6L (2001& later) (LB7/LLY/LBZ/LMN) Custom Age 230-4202
Dodge Cummins 5.9L 12V (1989-98) ARP2000 247-4203
Dodge Cummins 5.9L 12V (1989-98) Custom Age 247-4205
Dodge Cummins 5.9L & 6.7L 24V (1998 & later) ARP2000 247-4202
Dodge Cummins 5.9L & 6.7L 24V (1998 & later) Custom Age 247-4204
Ford 6.9L International 150-4069
Ford 6.0L Powerstroke ARP2000 250-4202
Ford 6.4L Powerstroke ARP2000 250-4203
Ford 7.3L Powerstroke (1993-03) ARP2000 250-4201
Oldsmobile 5.7L , 350 cid 184-4003
VW/Audi 1.6L & 1.9L Turbo & Non-Turbo (1982-02) 204-4706
DODGE
2.0L SOHC Neon, block #4667642, head #4556737 141-4203
2.0L DOHC Neon, block #4667642, head #4667086 141-4202
2.4L DOHC, block #4621443/445, head #4667086 141-4204
3.0L (6G72) DOHC V6 ARP2000 207-4205
Viper Gen II & III (1996-06) ARP2000 247-4201
FORD, SMALL BLOCK
289-302, 5.0L with factory heads or AFR 185 with 7/16˝ holes 154-4001 254-4401 154-4201 254-4701
289-302, 5.0L with 351 Windsor head, 7/16˝-14 cylinder block thread
M-6049-J302, SVO high port & M-6049-L302, AFR 185 with 1/2” holes
Edelbrock aluminum , GT-40 style with insert “T” washer
154-4005 254-4405 154-4205 254-4705
Boss 302 154-4002 154-4202
351 Windsor with factory heads, M-6049-J302, SVO high port and M-6049-L302 GT-40 style,
Edelbrock aluminum and Iron Dart with 1/2-13 cylinder block threads
154-4003 254-4503 154-4203 254-4703
351 Cleveland, 351-400M 154-4004 154-4204
351 SVO and Fontana aluminum blocks w/’94 or later Yates heads 254-4102 254-4101 254-4302 254-4301
351 SVO high port and improved SVO high port, M-6049-C302, M-6049-C320B 254-4107 254-4307
351 SVO Yates design 254-4109 254-4309
351 SVO Yates 1994 design 254-4110 254-4310
351 “R” block with C3 heads 254-4111 254-4501 254-4311 254-4601
351 “R” block w/6049-N351 heads 254-4112 254-4314
Std. 351 Block w/6049-N351 heads 254-4113 254-4315
351 “R” block with Brodix/Neal heads or Blue Thunder heads 254-4312
World - Manowar iron/aluminum block w/ standard SBF or Manowar 18° heads 154-4301
World - Manowar iron/aluminum block w/ Manowar 10° heads
FORD, BIG BLOCK
154-4302
390-428 FE series with factory heads or Edelbrock heads 155-4001 155-4201
390-428 FE series with Blue Thunder heads 155-4204
427 SOHC 155-4002 155-4202
429-460 cid with factory heads & 429CJ SVO alum #M-6049-A429, also Edelbrock, KAASE 155-4003 155-4203
460 SVO aluminum, M-6049-A460 & M-6049-B460, C460 (must use 12pt. nuts) 255-4304
460 cid with Blue Thunder heads 255-4101 255-4301
460 cid with Trick Flow “Pro Stock” heads
FORD, 4 AND 6-CYLINDER
255-4305
1600cc, Escort M10 151-4203
2.0L (YB) DOHC Cosworth Sierra/Escort M12 251-4701
2.0L Zetec 251-4702
2000cc Pinto 151-4201
2300cc Pinto 151-4202 151-4702
2.3L Duratec (2003 & later) 151-4204
2.5L Duratec V6 253-4701
3.8L V6 Super Coupe T-bird 153-4001 153-4203
4.5L SVO inline valve V6, head #M6049-H380 253-4102 253-4302
240-300 cid inline 6 152-4001 152-4201
Red part numbers indicate new items
800-826-3045

FORD, MODULAR
800-826-3045
Application Hex Nuts
Hex Nuts
U/C Studs
12-Point Nuts
4.6L & 5.4L 2V/4V 156-4101 156-4301
4.6L & 5.4L 2V/4V ARP2000 256-4001 256-4201
4.6L & 5.4L 3V ARP2000 256-4002 256-4202
GENERAL MOTORS
12-Point Nuts
U/C Studs
2.2L Ecotec 231-4701
HOLDEN
Commodore V6 7/16˝ 205-4002
308 cid 205-4001 205-4601
308 cid 7/16˝ 205-4602
308 cid 1/2˝ 234-4201
HONDA/ACURA
Acura B18A1, M11 208-4302
Acura VTEC B18C1, M11, GSR 208-4303
B16A 208-4601
B20B, w/B16A head 208-4306
Civic D16Y 208-4305
F20 S2000 208-4702
Honda D16Z - Only, M10 208-4301
Honda H22A4, VTEC 208-4304
H23A 208-4307
K20A (A2 & A3) 208-4701
MAZDA
1.6L (B6) & 1.8L (BP) DOHC Miata 218-4701
2.0L FS-DE (1998-02) 218-4703
2.3L DOHC 16V (2003 & later) 218-4702
2.5L (KL) Series V6 ARP2000 218-4704
MITSUBISHI
2.0L (4B11) DOHC (2008 & later) ARP2000 207-4206
2.0L (4B11) DOHC (2008 & later) Custom Age 207-4207
2.0L (4G63) DOHC (1993 & earlier) M12 207-4201 207-4701
2.0L (4G63) DOHC (1994-07) M11 207-4203 207-4702
2.6L (G54B) 207-4202
3.0L (6G72) DOHC V6 ARP2000 207-4205
NISSAN/DATSUN
A-12 engines 202-4202
A-14 engines 202-4203
L20 series, 4-cylinder 202-4201
L24, L26, L28 series, 6-cylinder 202-4206
1.6L (CA16DE/DET) & 1.8L (CA18DE/DET) 202-4702
2.0L (SR20DE) DOHC (1991-01) M11 102-4701
2.0L (SR20DET/RN14) DOHC Turbo (1991-94) M12 202-4303
2.0L (RB20DE/DET) & 2.5L (RB25DE/DET) inline 6 202-4301
2.4L (KA24DE) 202-4304
2.6L (RB26DETT) GT-R inline 6 ARP2000 202-4207
3.0L (VQ30) & 3.5L (VQ35) DOHC V6 202-4701
OLDSMOBILE
2.3L Quad 4 281-4301
215 cid, aluminum heads 184-4002 184-4202
403 cid 184-4004 184-4204
Batton 184-4005 184-4205
455 cid with factory heads or Edelbrock heads 7/16˝ 185-4001 185-4201
PONTIAC
Iron Duke 4 cylinder 1/2” 191-4001 191-4201
Super Duty 4 cylinder with “Iron Duke” head 290-4101 290-4301
3800 supercharged V6 (L67 Regal, SC Monte Carlo, Impala) (1999 & later) 193-4001 193-4002
Ram Air 2 & 455 190-4201
Ram Air 5 190-4005 190-4205
350-400-428-455 cid with D port heads (1967 & later) 190-4002 190-4202
400 Ram Air 2 and 4, 455 HO and 455 Super Duty with Round port heads (1968-74) 190-4003 190-4203
400-455 cid with Edelbrock heads (mfg. before 3/15/02) 190-4304
400-455 cid with Edelbrock heads (mfg. after 3/15/02) 190-4305
PORSCHE
2.0L-3.8L air cooled engines - 911 & 930 Turbo - premium austenitic studs, Dilivar replacement 204-4206
3.4L Non-Turbo water cooled engine - 911 (996) Non-turbo 204-4707
Red part numbers indicate new items
41
the head company studs

the head company studs
42
Application Hex Nuts
Hex Nuts
U/C Studs
12-Point Nuts
12-Point Nuts
U/C Studs
PORSCHE (CONTINUED)
3.6L Turbo water cooled engine - 911 (996) Turbo 204-4210
2.5L SOHC/DOHC water cooled engines - 944
RENAULT
204-4211
2.0L (F4R)
ROVER
216-4301
K Series
SATURN
206-4209
1.9L DOHC (1991-99) 165-4202
1.9L SOHC (1999-02)
SUBARU
165-4201
EJ Series DOHC ARP2000 260-4701
EJ Series DOHC Custom Age 260-4704
EJ Series SOHC ARP2000
SUZUKI
260-4702
GSX 1300R Hayabusa with cylinder spacer (1999-05) ARP2000
TOYOTA
271-4701
1.6L (4AGE) DOHC 203-4203
1.6L (2TC) & 1.8L (3TC) 203-4206
1.8L (1ZZFE) DOHC ARP2000 203-4703
2.0L (3SGTE) DOHC 203-4204
2.4L (22R) 203-4201
3.0L (7MGE/GTE) inline 6 (1981-92) Supra 203-4202 203-4701
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra
VAUXHALL/OPEL
203-4205 203-4702
2.0L 16V 209-4301 209-4701
2.5L V6 Opel
VOLKSWAGEN/AUDI
209-4302 209-4702
Audi 5 cylinder, 10 valve 204-4205 204-4703
Audi 5 cylinder, 20 valve 204-4207 204-4704
1.6L & 1.9L Turbo & Non-Turbo Diesel (1982-02) 204-4706
1.8L & 2.0L 8V Golf/Jetta & 1.6L Super Vee 204-4203 204-4701
1.8L & 2.0L 16V Golf/Jetta 204-4204 204-4702
1.8L DOHC 20V Turbo M10/ARP2000 (without installation tool) 204-4103
1.8L DOHC 20V Turbo M10/ARP2000 (with installation tool) 204-4104
1.8L DOHC 20V Turbo M11/ARP2000 (without installation tool) (early AEB) 204-4101
1.8L DOHC 20V Turbo M11/ARP2000 (with installation tool) (early AEB) 204-4102
2.8L & 2.9L (VR6) 12 valve 204-4705
Red part numbers indicate new items
TECH TIPS: HEAD STUD INSTALLATIONS
1. Clean and chase all bolt threads in block to
ensure proper thread engagement and accurate
torque readings.
4. Install gasket and head, then lubricate the stud
threads, the washers and nuts with ARP Ultra-
Torque fastener assembly lubricant prior to their
installation.
2. All hardware should be cleaned and inspected for
possible shipping damage prior to installation.
5. Following the engine manufacturer’s torque
sequence, tighten the nuts to the recommended
torque value found on the instruction sheet provided
with each kit.
3. Since most studs extend into the water jacket,
coat threads with ARP thread sealer and screw in
hand tight ONLY.
NOTE: To ensure positive sealing of
“wet” head studs, a hardening or semi-hardening
sealant, such as Loc-Tite or Permatex,
etc. should be used. Some engine builders
employ a sealer in the coolant, such as
Aluma-Seal, Silver Seal or K&W sealer, etc.
You may also use high temperature RTV
silicone. Whatever product is used, it is
imperative that the cylinder head is installed
and torqued to proper levels BEFORE THE
SEALANT HAS CURED!
800-826-3045

CYLINDER HEAD BOLTS
HIGH PERFORMANCE SERIES
High Performance head bolts are available with a reduced wrenching hex
or 12-point and wide area flanged head that eliminates the need for valve
train removal to facilitate cylinder head retorquing. All High Performance
Series bolts are 180,000 psi (which is 15% stronger than Grade 8) and kits come
complete with hardened parallel-ground washers.
PROFESSIONAL SERIES
All Pro Series bolts are cold-forged to ensure molecular integrity, heat-treated prior to
thread rolling and machining, and are rated nominally at 200,000 psi. ARP Pro Series
head bolt kits are application specific – designed for use with typically competition only
components. These fasteners deliver superior strength and meet the ARP “ZERO defect –
ZERO failure” quality standard. Hardened and parallel-ground washers are included with
each kit to ensure even load distribution and accurate torque readings. All Pro Series head
bolts have a reduced wrenching hex or 12-point head and wide area flange to eliminate the
need for valve train removal for cylinder head retorquing and permits the use of larger diameter
valve springs. Most applications have undercut short bolts that can help eliminate head
gasket failures through providing more “stretch” to compensate for the additional compression
of gaskets.
Refer to Main & Head Bolt Instructions on page 47.
800-826-3045
Application
All kits come complete with
hardened parallel-ground washers.
High Performance Pro Series Stainless
Hex 12-Point 12-Point
12-Pt.
U/C
Hex 12-Point
AMC
258 cid inline 6 with 1/2˝ bolts 112-3601
290-343-390 cid (1969 and earlier) 7/16˝ 114-3601
290-343-390 cid (1969 and earlier) with Edelbrock heads 7/16˝ 114-3605
304-360-390-401 cid (1970 & later) 1/2˝ 114-3602
304-360-390-401 cid (1970 & later) with Edelbrock heads 1/2˝ 114-3604
401 cid with Indy heads
BMW
114-3603
1.6L (R53) Mini Cooper
BUICK
206-3601
V6 Stage I (1977-85) 123-3601 123-3701 223-3701 423-3601 423-3701
V6 Grand National and T-Type (1986-87) 123-3603 123-3703 223-3703
V6 with 1986-87’ block and GN1 Champion heads 223-3705
V6 Stage II 223-3700
V6 Stage II with Champion heads 223-3704
V6 with Duttweiler and M&A aluminum heads 123-3602
455 cid
CHEVROLET, SMALL BLOCK
125-3601
23° Cast iron OEM, Gen III Vortec/Truck, most Edelbrock, LT-AFR, Brodix-8,-10,-11,-11xb,
LT-1, Dart Pro-1, Trick Flow heads & most World Products heads
23° Cast iron OEM, Gen III Vortec/Truck, most Edelbrock, LT-AFR, Brodix-8,-10,-11,-11xb,
134-3601 134-3701 234-3701 434-3601 434-3701
LT-1, Dart Pro-1, Trick Flow heads & most World Products heads
(black oxide inner rows, stainless steel outer row)
134-3603 134-3703
23° Pro Action head 134-3604
12-Rollover Brodix, 18° Brodix 134-3602 134-3702 234-3702
18° standard port 134-3607 234-3707 234-3723
18° hi-port 134-3608 234-3708 234-3720
18° hi-port with 3/8˝ holes, casting #10134363 and 64 234-3721 234-3722
Bowtie with Brodix 12 - Weld-Tech, Dart II, WP Sportsman II, Brodix Track I 234-3703
Dart-Buick 234-3709
Oldsmobile 14° 234-3705
Pontiac Brodix aluminum heads, raised intake, -10xz RI 234-3704
Gen III/LS Series small block (2003 & earlier) hex 134-3609
Gen III/LS Series small block (2004 & later) w/ all same length hex bolts
CHEVROLET, BIG BLOCK
134-3610
348, 409, Cast iron OEM 135-3602
396-402-427-454 Cast iron OEM 135-3601 135-3701 235-3701 435-3601 435-3701
396-402-427-454 Cast iron OEM (black oxide inner rows, stainless steel outer rows) 135-3604 135-3704
Mark IV with Late Bowtie aluminum, Iron Dart, Pro-1, Pro Top Line & World Products iron heads 135-3603 135-3703 235-3703
Mark IV block with Brodix-2, -4, Canfield aluminum & World Products aluminum heads 135-3606 135-3702 235-3702
Mark IV block with Edelbrock heads 60409, 60429, 60459, 60479, 60499, 60559 135-3610 135-3710
Mark IV or Mark V block with Brodix aluminum heads 135-3609 135-3709 235-3709
Mark IV or Mark V block with Edelbrock heads 77609, 77659, 7760, 7765 135-3611 135-3711 235-3711
Mark IV or Mark V block with AFR Casting # 315/335/357 135-3712
43
the head company bolts

the head company bolts
44
Application
High Performance Pro Series Stainless
Hex 12-Point 12-Point
12-Pt.
U/C
Hex 12-Point
CHEVROLET, BIG BLOCK (CONTINUED)
Mark V with 502 heads 135-3706 235-3706
Mark V or Mark VI block with late Bowtie, Dart aluminum, AFR & World Products heads 135-3607 135-3707 235-3707
Dart aluminum head exhaust bolts only, (8 pieces) 135-3605 135-3705 235-3708
Pontiac Pro Stock aluminum head, Brodix 235-3704
Pontiac Pro Stock aluminum head, Dart Big Chief 235-3705
CHEVROLET, 6-CYLINDER
90° V6 233-3701
90° V6 with 18° standard port 133-3607 233-3707
90° V6 with 18° hi-port 233-3708
90° V6 hi-port 3/8˝ holes 233-3721
CHRYSLER, SMALL BLOCK
273-318-340-360 Wedge 144-3602
318-340-360 Wedge with W-2, W-2 Econo heads or Edelbrock RPM heads 144-3601
318-340-360 Wedge with W-5, W-7 heads 144-3604
318-340-360 Wedge with RHS Pro Action 360 X heads 144-3606
318-360 Magnum with factory heads or Edelbrock Magnum heads 144-3605
5.7L, 6.1L & 6.4L Hemi 147-3901
CHRYSLER, BIG BLOCK
383-400-413-426-440 Wedge with factory heads or Edelbrock RPM heads 60919/929/149/189 145-3606 145-3706 245-3706 445-3606 445-3706
383-400-413-426-440 Wedge with Edelbrock Victor heads 77919, 77929 145-3609
383-400-413-426-440 Wedge with Indy 440 heads 145-3607
426 factory Hemi & Mopar 426-472-528 Hemi Crate Motor 7/16” 145-3901
CHRYSLER, 4-CYLINDER
2.2L & 2.5L M11 241-3701
FORD, SMALL BLOCK
289-302 with factory heads or Edelbrock heads 60259, 60379 154-3601 154-3701 454-3601 454-3701
302 Boss 154-3602 154-3702 254-3702 454-3602 454-3702
302 with 351 Windsor heads 1/2˝-7/16˝ insert washer with 7/16˝ bolts 154-3605 154-3705 454-3605 454-3705
302 with 351 Windsor heads 1/2˝-7/16˝ stepped bolt 254-3708
351 Cleveland & 351-400M 154-3604 254-3704
351 Cleveland SVO, iron block 254-3701
351 Windsor with factory heads or Edelbrock heads 60259, 60379 154-3603
351 Windsor with World Products Windsor JR/SR or Manowar 18° heads 154-3607
351 SVO, Yates design 254-3709
351 SVO, Yates 1994 design 254-3710
351R block with C3/C3L heads 254-3711
FORD, BIG BLOCK
390-428 FE series with factory heads or Edelbrock heads 60069, 60079 155-3601
390-428 FE series with Blue Thunder heads 155-3604
427 SOHC 155-3602
429-460 cid 255-3701
429-460 cid with Edelbrock heads 60669, 60079, 61669, 61649 155-3603
FORD, 6-CYLINDER
4.5L SVO inline valve V6 253-3702
HARLEY DAVIDSON MOTORCYCLE
’48-’84 All pan heads & shovel heads 460-3601
’57-early ’73 XL’s 460-3602
HOLDEN
308 cid 205-3601 205-3701
MITSUBISHI
2.0L (4G63) DOHC (1994 & later) M11 207-3900
OLDSMOBILE
350-455 cid with factory heads or Edelbrock heads 60519, 60529 (1976 & earlier) 7/16” 180-3600 180-3700 280-3700 480-3600 480-3700
307-350-403-455 cid (1977 & later) 1/2” 180-3601
PONTIAC
326-347-370-389-421 cid with D port heads (1964 and earlier) 190-3608
326-389-421 cid with D port heads (1965-66 only) 190-3602
350-400-428-455 cid with D port heads (1967 & later) 190-3607
400 Ram Air II/IV & 455 HO, Ram Air II, Super Duty with Round port heads (1968-74) 190-3601
400-455 cid with Edelbrock heads 60579, 60599 (mfg. before 3/15/02) 190-3604
400-455 cid with Edelbrock heads 60579, 60599 (mfg. after 3/15/02) 190-3605
TOYOTA
1.3L (4EFE/FTE) & 1.5L (5EFE/FHE) DOHC ARP2000 203-3801
3.0L (7MGE/GTE) inline 6 (1981-92) Supra 203-3902
VOLKSWAGEN/AUDI
1.8L DOHC 20V Turbo M10/ARP2000 (without installation tool) 204-3901
1.8L DOHC 20V Turbo M10/ARP2000 (with installation tool) 204-3902
Red part numbers indicate new items
800-826-3045

MAIN STUD KITS
STUDS vs. BOLTS
ARP recommends the use of main
studs over bolts whenever possible for
several key reasons. First is the ability
to obtain more accurate torque readings
because studs don’t “twist” into
the block. All clamping forces are on
one axis. By the same token, there is
less force exerted on the block threads,
which contributes to improved block
life (very critical on aluminum blocks).
Finally, there are factors of easier engine
assembly and proper alignment of caps
every time.
There are a number of important considerations
when installing ARP main studs. First and foremost
is making sure the block and studs are as
clean as possible. Foreign matter and debris can
easily affect the quality of thread engagement
and cause erroneous torque readings. Do not
re-cut threads in the block – use the special
“chaser” taps as listed on page 95 of this catalog.
This will preserve the integrity of the threads
and provide better engagement. Calibrate your
torque wrench – even new wrenches have been
known to be off by as much as 10 foot pounds!
Use consistent tightening techniques.
3. Screw studs into block, finger tight ONLY.
For permanent installation, apply Loc-tite (or
similar adhesive) sparingly to threads. Be sure
and install the caps promptly before the cement
sets to prevent misalignment of studs in block.
800-826-3045
There are many important reasons to use ARP main stud kits, including the
elimination of main cap walk and fretting, as well as protecting the threads in your
engine block. All kits come complete with hardened parallel-ground washers and
high quality nuts. Some applications have provisions for mounting windage trays
and have specially designed standoff studs with serrated lock nuts to position the
windage tray and lock it securely in place. The studs are manufactured from 8740
chrome moly steel, heat-treated in-house to 200,000 psi tensile strength, and precision
J-form threads rolled after heat-treat to create a fastener that has threads 1000%
stronger than others.
TECH TIPS: MAIN STUD INSTALLATION
Application
1. Clean and chase appropriate threads in block
to ensure proper thread engagement and accurate
torque readings.
4. Install main caps, checking for binding
and misalignment. Lubricate threads, nuts and
washers with ARP Ultra-Torque fastener assembly
lubricant before installation. Have the block
align honed.
2-Bolt
Main
4-Bolt
Main
AUDI
5-cylinder 204-5404
BMC/TRIUMPH
A Series 206-5401
B Series (3 cap main) 206-5402
B Series (5 cap main) 206-5403
2.0L SOHC TR7 206-5404
Austin Healey 6-cylinder 206-5405
BMW
M10 & S14 4-cylinder 201-5001
M50, M52, S50US & S52US inline 6 201-5000
S54 inline 6 201-5002
BUICK
V6 Stage I & II 123-5401
V6 Stage II without windage tray 222-5602
V6 Stage II with splayed cap bolts 322-5802
215 cid aluminum V8 124-5401
Application
2. All hardware (and caps) should be cleaned
and inspected prior to installation, looking for
any shipping damage or defects.
5. Following the engine manufacturer’s torque
sequence, tighten the nuts to the recommended
torque value found on the instruction sheet
provided with each kit. NOTE: If using Loc-
Tite or similar cement, proper preload must be
achieved prior to it setting up.
2-Bolt
Main
4-Bolt
Main
BUICK (CONTINUED)
350 cid 124-5402
401 cid (nail head) 124-5404
400-430-455 cid (hex) 125-5401
400-430-455 cid (12 pt nuts) 125-5402
CADILLAC
472-500 cid 135-5507
CHEVY, SMALL BLOCK
400 cid with windage tray 234-5606
400 cid with windage tray & 3.0˝ outer studs 234-5607
400 cid with splayed cap bolts & windage tray 234-5605
Large journal (hex) 134-5401 134-5601
Large journal (12 pt nuts) 134-5403
Large journal with windage tray (except LT-1 & LT-4) 234-5501 234-5601
Large journal with straps (F & R caps) 234-5503 234-5603
Large journal with splayed cap bolts 234-5602
Large journal with straps & splayed cap bolts 234-5604
45
the main company studs

the main company studs
46
Application
2-Bolt
Main
4-Bolt
Main
CHEVY, SMALL BLOCK (CONTINUED)
LT-1 with factory windage tray (1992-97) 134-5502
Small journal 134-5402
Small journal with windage tray 134-5501
SB2 (including 4-bolt F & R caps) w/o windage tray 134-5602
SBC Rocket block 184-5403
Dart Little M with splayed cap bolts 234-5801
Dart Little M with splayed cap outer studs 134-5801
Dart Little M w/ iron main caps & splayed cap bolts 234-5609
World - Motown iron block w/ outer bolts (for #2, 3 & 4) 134-5603
World - Motown alum block w/ outer bolts (for #2, 3 & 4)
CHEVY, SMALL BLOCK - LS SERIES
134-5604
Gen III/LS Series small block & GMPP LSX block 234-5608
World Prod. - Warhawk LS alum block
CHEVY, BIG BLOCK
134-5802
396-402-427-454 cid 135-5402 135-5601
396-402-427-454 cid with windage tray 235-5502 235-5701
Mark IV Aluminum block 135-5603
Mark IV Bowtie with windage tray 235-5702
Mark V & VI 502 135-5606
Mark V & VI 502 with windage tray 235-5606
Mark V & VI Bowtie block w/ splayed cap outer studs 235-5602
Dart Big M with splayed cap bolts 235-5601
Dart Big M with splayed cap outer studs 235-5603
World - Merlin II & III blocks w/ outer bolts (for #2, 3 & 4) 135-5801
World - Merlin X alum block w/ outer bolts (for #2, 3 & 4)
CHEVY, 6-CYLINDER
135-5607
235-261 cid inline 6 (1954-62) 132-5402
194-230-250-292 cid inline 6 (1963 & later) 132-5401
90° V6 233-5602
90° V6 with windage tray 233-5702
90° V6 with splayed cap bolts
CHRYSLER
233-5601
2.0L SOHC/DOHC 4-cyl Neon (block # 4667642) 141-5801
2.2L & 2.5L 4-cylinder M11 141-5401
170-198-225 cid Slant Six 142-5401
318-440 Wedge (hex) 140-5401
318-440 Wedge (12 pt nuts) 140-5402
318-340-360 Wedge with windage tray 240-5501
5.7L, 6.1L & 6.4L Hemi with cross bolts 244-5400
354-392 Hemi 145-5404
426 factory Hemi 145-5601 145-5602
KB 426 Hemi 245-5602
World - Hemi/ RB Wedge block
DIESEL
145-5603
Chevy Duramax 6.6L (LB7/LLY) (2005 & earlier) 230-5401
Chevy Duramax 6.6L (LBZ/LMM) (2006 & later) 230-5402
Dodge/Cummins 5.9L 12V (1997 & earlier) 247-5402
Dodge/Cummins 5.9L 12V & 24V (1998 & later) 247-5401
Ford 7.3L Powerstroke (1993-03) 250-5801
Oldsmobile 5.7L, 350 cid
FORD, SMALL BLOCK
184-5402
289-302 cid 154-5401
289-302 cid with windage tray 254-5501
289-302 cid with girdle (10 studs 1/2˝ longer) 154-5408
289-302 cid with girdle (7 studs 1/2˝ longer) 154-5410
302 cid with dual or rear sump oil pan* 154-5407
302 SVO 154-5605
302 “R” block (1/2˝ dia. studs) 254-5601
302 Iron Eagle 154-5608
Boss 302 with windage tray 154-5602
351 Cleveland 154-5404 154-5604
351 Windsor 154-5403 154-5606
351 Windsor with windage tray 154-5503
351 Windsor with dual or rear sump oil pan* 154-5409
351 SVO with outer studs (for mains No# 2,3,4) 154-5603
351 SVO with outer bolts (for mains No# 1,2,3,4,5) 354-5604
351 “R” block 354-5605
351 Iron Eagle 154-5607
Ford Australian 7/16˝ 154-5405
Ford Australian 1/2˝ 154-5406
World - Manowar iron & alum blocks w/ outer bolts
FORD, BIG BLOCK
154-5609
390-428 cid FE series (hex)
* includes stud to mount oil pickup tube
155-5401
Application
2-Bolt
Main
4-Bolt
Main
FORD, BIG BLOCK (CONTINUED)
390-428 cid FE series (12 pt nuts) 155-5421
429-460 cid 155-5402 155-5501
429-460 cid with Ford Motorsports windage tray 255-5502 255-5702
FORD, MODULAR (side bolts sold separately)
4.6L & 5.4L 2V/3V/4V (without windage tray) 156-5401 156-5802
4.6L & 5.4L 3V with windage tray 156-5901
4.6L 4V with windage tray 256-5701
4.6L supercharged Cobra w/ windage tray (2003-04) 156-5403
Side bolts - Early aluminum block M8 156-5001
Side bolts - Early cast iron block M8 156-5201
Side bolts - Late aluminum block M9 156-5002
Side bolts - Late cast iron block M9 (except Boss) 156-5202
FORD, 4 AND 6-CYLINDER
1600cc Escort 151-5403
2.0L Zetec (1997 and earlier) 151-5406
2.0L Zetec (1998 and later) 151-5404
2.3L Duratec (2003 & later) 151-5405
2000cc Pinto 151-5401
2300cc Pinto 151-5402
240-300 cid inline 6 152-5401
4.5L SVO inline valve V6 253-5401
HOLDEN
308 cid 205-5401
HONDA/ACURA
CBR 1000RR motorcycle 208-5405
1.6L (B16A)(12 pt nuts) 208-5402
1.8L (B18C1) Acura 208-5403
1.8L (B18A1/B1) Acura 208-5404
2.2L (H22A) & 2.3L (H23A) (12 pt nuts) 208-5401
MAZDA
1.6L (B6) & 1.8L (BP) DOHC Miata (12 pt nuts) 218-5401
2.3L DOHC 16V (2003 & later) 218-5402
MITSUBISHI
2.0L (4B11) DOHC (2008 & later) 207-5403
2.0L (4G63) DOHC (2007 & earlier) 207-5401
2.6L (G54B) 207-5402
3.0L (6G72) V6 (1993 & later) 207-5801
NISSAN/DATSUN
L20 Series 4-cylinder 202-5401
L24, L26 & L28 Series 6-cylinder 202-5406
2.0L (SR20DE/DET) 202-5402
3.5L (VQ35) DOHC V6 202-5801
OLDSMOBILE
2.4L Quad 4 281-5401
350-403 cid 184-5401
455 cid 185-5401
DRCE-iron block 285-5801
PONTIAC
Super Duty 4 cylinder - cast block 291-5801
Super Duty 4 cylinder - mag block 291-5802
3800 V6 supercharged (1999 & later) (hex) 193-5401
3800 V6 supercharged (1999 & later) (12 pt nuts) 193-5402
400-455 cid 194-5401 194-5601
RENAULT
2.0L (F4R) 216-5401
SATURN
1.9L DOHC (1991-99) 165-5402
1.9L SOHC (1999-02) 165-5401
SUZUKI
GSX 1300R Hayabusa 271-5401
TOYOTA
1.6L (4AGE) & 2.0L (3SFE) DOHC 203-5403
2.0L (3SGTE) DOHC 203-5404
2.4L (22R) 203-5406
3.0L (7MGTE) Supra (1986-92) w/ bolts for #3 cap 203-5402
3.0L (2JZGE/GTE) Supra (1993-98) 203-5405
VAUXHALL/OPEL
2.0L 16 valve 209-5401
2.5L V6 209-5402
VOLKSWAGEN
1.6L & 2.0L Rabbit, Golf & Jetta 204-5402
2.8L & 2.9L VR6 204-5403
Red part numbers indicate new items
800-826-3045

MAIN BOLTS
Far superior to any other main bolt kit offered for use in competition engines, ARP main bolts are
designed to meet the exacting standards and demands of professional engine builders. Forged from 8740
chrome moly, all bolts feature generous under-head radius and rolled threads for the utmost reliability.
The threads are rolled after heat-treating, which makes them about 1000% longer fatigue
life than most main bolts, which are threaded prior to heat-treating. Available in the
popular High Performance Series, which, at a nominal rating of 180,000 psi, is a premium
replacement for OEM fasteners, or the 200,000 psi nominal rated Pro Series,
application-specific main bolts with reduced wrenching head and are designed for use in
competition applications. Parallel-ground, hardened washers are included with each kit.
800-826-3045
Application High Perf. Pro Series
BUICK
V6 Stage I (4-bolt main) 123-5201
V6 Stage II 123-5202
455 cid (2-bolt main) 125-5201
CHEVROLET, SMALL BLOCK
Large journal (2-bolt main) 134-5001
Large journal (4-bolt main) 134-5202
Large journal (4-bolt main -12 pt) 234-5201
Large journal (4-bolt w/ 1/2˝ straps on F&R caps) 234-5203
Small journal (2-bolt main) 134-5002
World - Motown iron block (4-bolt main) 134-5203
CHEVROLET, BIG BLOCK
396-402-427-454 cid (2-bolt main) 135-5002
396-402-427-454-502 cid (4-bolt main) 135-5201
World - Melin II & III iron blocks (4-bolt main) 135-5202
CHEVROLET, 6-CYLINDER
90° V6 (4-bolt main) 233-5201
90° V6 (4-bolt main with 1/2˝ straps on F&R caps) 233-5203
CHRYSLER
318-440 Wedge (2-bolt main) 140-5001
426 Hemi (2-bolt main with cross bolts) 145-5201
FORD, SMALL BLOCK
289-302 cid (2-bolt main) 154-5001
289-302 cid (4-bolt main) 154-5201
351 Windsor (2-bolt main) 154-5003
351 Windsor (4-bolt main) 154-5203
351 Cleveland & 351-400M (2-bolt main) 154-5004
Application High Perf. Pro Series
FORD, SMALL BLOCK (CONTINUED)
351 Cleveland (4-bolt main) 154-5204
SVO 351 cid (4-bolt main w/ 3/8˝ outer bolts) 254-5202
SVO 351 cid (4-bolt main w/ 7/16˝ outer bolts)
FORD, BIG BLOCK
254-5203
390-428 cid FE Series 155-5201
429-460 cid
FORD, 6-CYLINDER
155-5202
4.5L SVO inline valve V6
HOLDEN
253-5201
308 cid
MGB
205-5001
2 cap main 206-5001
5 cap main
MITSUBISHI
206-5002
2.0L (4B11) DOHC (2008 and later) ARP2000
OLDSMOBILE
207-5201
350-403 cid (2-bolt main) 184-5001
350 cid diesel (2-bolt main) 184-5002
455 cid (2-bolt main)
PORSCHE
185-5001
3.4L Non-Turbo water cooled engine - 911 (996)
SUBARU
204-5001
2.0L, 2.2L & 2.5L SOHC/DOHC EJ Series
Crankcase thru bolt kit
TOYOTA
260-5401
1.6L (4AGE) DOHC 203-5001
MAIN & HEAD BOLT INSTALLATION
1. Clean and chase all block threads to
ensure maximum thread engagement and
accurate torque readings.
4. Seal all threads extending into a water
jacket with ARP thread sealer. Lubricate
all threads on dry deck and/or main cap
applications with ARP Ultra-Torque fastener
assembly lubricant.
2. Clean and inspect all hardware prior to
installation, looking for shipping damages
and defects.
5. Following the engine manufacturer’s
torque sequence, tighten the bolts to the
recommended torque value found on the
instructions provided with each kit.
Red part numbers indicate new items
3. Install the main caps or head gasket
and head, checking for improper fit, binding
or misalignment. Make sure all mating
surfaces are fully seated. Install the washers
on the bolts with the chamfered side of the
washer located towards the head of each
bolt. Lubricate the washers and the underhead
of the bolts with ARP Ultra-Torque
fastener assembly lubricant.
SPECIAL NOTE: All wet deck head bolt
applications will require some type of sealant
on the bolt threads to prevent coolant
leakage. Always check each application
(import and domestic) prior to installation
to determine whether your application has
a “wet deck” or “dry deck” cylinder block.
47
the main company bolts

ocker the arm company studs
48
HIGH PERFORMANCE SERIES
Made of 8740 chrome moly forgings and
heat-treated to 180,000 psi. Excellent for
E.T. Bracket Racing, limited rule oval track
competition and street use. Tip ground
flush for optimum adjuster seating.
PRO SERIES
Designed for competition applications,
ARP’s Pro Series rocker arm studs are made
of premium grade 8740 chrome moly steel
and heat-treated to a tensile strength of
200,000 psi.
ROCKER ARM
STUD KITS
If you have ever installed a rocker stud into a cylinder head and
watched it wobble as it screwed in – you knew from the beginning
that the rocker geometry was going to be inconsistent all over the place.
ARP rocker studs are concentric within .005
T.I.R. thread pitch to thread pitch. They run-in
straight and true. Lengths are exact – designed to
provide positive seating every time. An extra-large radius
base offers greater resistance to flex. Available in both
High Performance and Pro Series models. NOTE: Not to
be used with OEM-style, self-locking nuts. To be used with
ARP’s patented Perma-Loc™ adjusters (see next page).
Application B C D E F High Perf.
➊ These parts have a shank portion under hex to locate guide plate.
➋ Fits most stock SBChevy with 3/8 screw-in studs
➌ Fits most stock SBChevy with 7/16 screw-in studs
➍ Fits most stock BBChevy with 7/16 screw-in studs
➎ Fits most SBFord with 7/16 screw-in studs
➏ Fits most SBFord with 3/8 screw-in studs
D
High Perf.
(2 PC-Pack)
Pro Series
3/8˝ typical small block application ➋ 1.750 .700 .800 3/8-24 7/16-14 134-7101 134-7121 234-7201
3/8˝ with roller rockers ➏ 1.895 .710 1.000 3/8-24 7/16-14 134-7104 134-7124
7/16˝ typical small block application 1.770 .700 .670 7/16-20 7/16-14 134-7103 134-7123 234-7202
Aluminum heads, intake studs only, 8 pieces ➊ 2.000 .820 .700 7/16-20 7/16-14 235-7204
Dart aluminum, 16 pieces ➊ 2.000 1.3, .820 .700 7/16-20 7/16-14 235-7205
Aluminum heads, exhaust studs only, 8 pcs. ➊ 2.000 1.650 .700 7/16-20 7/16-14 235-7203
Mark V 1.900 .750 .750 7/16-20 3/8-16 135-7102 135-7122
With roller rockers and stud girdle ➊ 2.100 .750 .800 7/16-20 7/16-14 334-7203
With roller rockers and stud girdle ➊ 2.000 .750 .800 7/16-20 7/16-14 334-7204
With roller rockers and stud girdle ➊ 2.100 .850 .800 7/16-20 7/16-14 334-7202
With roller rockers and stud girdle 1.900 .860 .830 7/16-20 7/16-14 234-7205
With roller rockers and stud girdle ➌ 1.900 .660 .830 7/16-20 7/16-14 334-7201
7/16˝ typical small block application ➍ 1.900 .750 .850 7/16-20 7/16-14 200-7202
7/16˝ typical big block application ➊ 1.750 .800 .850 7/16-20 7/16-14 135-7101 135-7121 235-7201
With roller rockers and stud girdle 1.900 .850 .850 7/16-20 7/16-14 234-7206
Chevrolet big block (aluminum heads) 2.350 .850 .850 7/16-20 7/16-14 135-7202 135-7222
With roller rockers and girdles 1.900 .750 1.000 7/16-20 7/16-14 100-7101 100-7121 200-7201
Typical Ford small block ➎ 1.900 .750 1.000 7/16-20 7/16-14 100-7101 100-7121 200-7201
Dart aluminum heads, 16 pieces 2.000 1.3, .820 1.000 7/16-20 7/16-14 235-7202
Aluminum heads, exhaust studs only, 8 pieces 2.000 1.650 1.000 7/16-20 7/16-14 235-7206
Aluminum heads, intake, 8 pieces 2.000 .820 1.000 7/16-20 7/16-14 235-7207
7/16˝ with 1/2˝ coarse, Pontiac (1964 & later) 2.000 1.025 1.050 7/16-20 1/2-13 290-7201
SVO 351 cid, with roller rockers and girdle 2.700 .850 1.300 7/16-20 7/16-14 354-7204
SVO 351 cid, with roller rockers and girdle 2.800 .800 1.500 7/16-20 7/16-14 354-7203
SVO 351 cid, with roller rockers and girdle 3.000 .660 1.930 7/16-20 7/16-14 354-7202
SVO 351 cid, with roller rockers and girdle ➊ 3.000 .950 1.750 7/16-20 7/16-14 254-7201
Chevrolet late model Vortec 1.750 .600 .850 3/8-24 M8 x 1.25 134-7201 134-7221
GM 4.3L Vortec V6 1.595 .800 .580 3/8-24 M10 x 1.50 100-7201 100-7221
Chevrolet big block 496 cid (8100 series) 1.750 .750 .600 7/16-20 M10 x 1.50 135-7201 135-7221
E
B
NOTE: To verify the application and part number,
please review the various dimensions: B) overall stud height,
C) screw-in thread depth, D) adjuster thread depth, E) shank
diameter and thread, F) base diameter and thread.
C
F
IMPORTANT TECH NOTE
It is highly advisable to determine what the optimum rocker
arm stud length is for your particular application. This is
especially true when “long” pushrods and valves are employed – you
should raise the “installed height” of the rocker arm to compensate for
the longer-than-stock components.
800-826-3045

PERMA-LOC™
PERMA-LOC ™ SPECIAL FEATURES:
12-point head with
special shouldered
“stop” to hold
wrench. Eliminates
need for special
adjusting tools.
Forged in-house from
8740 alloy chrome moly
steel and heat- treated
throughout (not simply
case hardened, as others
are).
Bottom flush-ground
perpendicular to
threads.
Because there are many different style
rocker arms made by each manufacturer,
we suggest that you verify the physical
dimensions and thread requirements prior
to ordering. If you have any questions, call
ARP’s tech staff toll-free for details.
800-826-3045
CUT-AWAY VIEW
Patent #5,323,741
ARP HAS
THE MISSING LINK
IN VALVE TRAIN RELIABILITY…
A ROCKER ARM ADjUSTER
THAT WON’T LOOSEN!
Threads are precision
CNC-machined exactly
perpendicular to the
bottom of adjuster
to ensure an optimum
seat and even pressure.
Set screw has flushmachined
tip for optimum
contact and seating on
stud.
Application
Threads machined
for maximum
engagement.
• Exclusive 12-point head
• Patented design
• Heat-treated premium
grade A 8740 chrome
moly steel
• 190,000 psi tensile strength
• Precision machined threads
• Locking set screw ground
flush with rocker arm stud
• Doesn’t require special tools
One of the more aggravating things found in many high
performance engines is constantly having to re-adjust rocker
arms. Until ARP introduced the patented Perma-Loc adjuster,
there wasn’t a “poly lock” on the market that you didn’t have to
continually tighten.
There are several important reasons why ARP’s exclusive
Perma-Loc rocker arm adjusters won’t loosen like others. First,
the adjuster body is heat-treated all the way through (not just case
hardened). This eliminates the thread “movement” common to
others. Secondly, the threads are machined exactly perpendicular
to the bottom of the adjuster, so it seats evenly and applies pressure
on a full 360˚ circle. Lastly, the set screw is machined flush
on the bottom (not pointed) so it will have optimum contact on
the rocker arm stud.
You’ll find ARP Perma-Loc’s easy to use, too. The compact
12-point head is designed to hold your wrench in position while
you lock the set screw with an Allen wrench.
All in all, they’re the best you can buy!
Application Length (A) Thread Size Body Dia (D) 16 PC-Pack
Stamped steel rocker 1.200 3/8-24 .620 300-8241
Stamped steel rocker 1.200 7/16-20 .640 300-8242
Aluminum rocker 1.200 3/8-24 .550 300-8243
Aluminum rocker 1.200 3/8-24 .600 300-8244
Aluminum rocker 1.200 7/16-20 .550 300-8245
Aluminum rocker 1.200 7/16-20 .600 300-8246
Length
(A)
Thread
Size
Body Length
(B)
Shank Size
(C)
Body Dia
(D)
16 PC-Pack
Stud girdle 2.050 7/16-20 1.200 .600 .750 300-8247
Stud girdle 2.615 7/16-20 1.485 .600 .750 300-8248
Big block with girdle 2.050/2.615 7/16-20 1.200/1.485 .600 .750 300-8249
49
the rocker company arm adJusters

valve cover bolts the company & studs
VALVE COVER
BOLTS & STUDS
To ensure proper sealing of valve covers, ARP manufactures
a variety of special application-specific bolt and stud kits. Many
professional engine builders prefer to use studs because of their
ability to properly position the gasket and guide the cover into
position. ARP offers studs and bolts in a choice of chrome moly
steel with a black oxide finish or stainless steel. You have a choice
between conventional hex head bolts and nuts or compact, easy
access 12-point designs. The nuts feature a wide base for better
load distribution and sealing, while the compact head is easily
accessed. Stud kits come complete with nuts and washers, while
bolt kits are shipped with the required flat washers.
Application
NOTE:
Studs come with flanged lock
nut. Bolts come with washers.
Qty. Size
STUD
OAL
BOLT
UHL
Special bullet nose accurately
guides nuts into position
Choice of studs or bolts in polished
stainless steel or black oxide finish
STUD KITS BOLT KITS
Black Oxide Stainless 300 Black Oxide Stainless 300
Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point
CHRYSLER
KB Hemi
CAST ALUMINUM COVERS
20 1/4-20 2.450 245-7601
Bolt kit 8 1/4-20 .812 100-7507 100-7503 400-7507 400-7503
Bolt kit 14 1/4-20 .812 100-7504 100-7508 400-7508 400-7504
Chevy SB2 w/ nyloc nuts 16 1/4-20 1.800 434-7609
Stud kit 8 1/4-20 1.500 200-7603 200-7613 400-7603 400-7613
Stud kit 12 1/4-20 1.500 200-7610 200-7620 400-7606 400-7616
Stud kit 14 1/4-20 1.500 200-7604 200-7614 400-7604 400-7614
Stud kit 16 1/4-20 1.500 200-7605 200-7615 400-7605 400-7615
Stud kit, Dart, Brodix, B&B 8 1/4-20 3.500 200-7606 200-7616
Stud kit, Dart, Brodix, B&B 14 1/4-20 3.500 200-7607 200-7617
Stud kit, Dart, Brodix, B&B 16 1/4-20 3.500 200-7608 200-7618
Stud kit, BB Chevy 14 1/4-20
1.500/
4.500
200-7619
Bolt kit, Brodix hd., SB 4 1/4-20 4.000 100-7511 100-7514 400-7511 400-7514
Bolt kit, Brodix hd., SB 4 1/4-20 4.250 100-7512 100-7515 400-7512 400-7515
Bolt kit, Brodix hd., SB 4 1/4-20 4.500 100-7513 100-7516 400-7513 400-7516
Bolt kit, Brodix hd., BB 7 1/4-20 4.000 100-7517 100-7520 400-7523 400-7526
Bolt kit, Brodix hd., BB 7 1/4-20 4.250 100-7518 100-7521 400-7524 400-7527
Bolt kit, Brodix hd., BB 7 1/4-20 4.500 100-7519 100-7522 400-7525 400-7528
Chevy, Gen III/LS Series
small block (.165 thick washer)
STAMPED STEEL COVERS
8 M6 2.755 100-7524 100-7523 400-7529 400-7530
350 Chevy, cntr blt’d vlv cvr 8 1/4-20 3.250 100-7509 100-7510 400-7509 400-7510
Bolt kit 8 1/4-20 .515 100-7505 100-7501 400-7505 400-7501
Bolt kit 14 1/4-20 .515 100-7506 100-7502 400-7506 400-7502
Stud kit 8 1/4-20 1.170 200-7601 200-7611 400-7601 400-7611
Stud kit 14 1/4-20 1.170 200-7602 200-7612 400-7602 400-7612
Main & Poteet’s record-setting Speed Demon “Possessed” by Scott’s Hot Rods – 2010 AMBR Winner
50
800-826-3045

Special “NASCAR” model
header bolts are available that
are drilled for use of safety wire.
Perfect for any racer who desires
the ultimate in security. Available
for small block and big block
Chevrolet engines, plus many
“universal” applications.
Application
NOTE:
Studs come with flanged lock nut.
Bolts come with washers.
800-826-3045
Qty. Size
Drilled for
safety wire
STUD
OAL
BOLT
UHL
HEADER BOLTS & STUDS
ARP manufactures a variety of premium grade bolt and stud kits to
facilitate installation of exhaust headers including the popular stainless stud
kit with 12-point nuts. The Stainless 300 material is not affected by corrosion
or extreme heat, making it ideal for the application. What’s more, the
compact 12-point nut lets you easily slip a socket close to the pipe. Each ARP
accessory stud or bolt kit includes the specific number of parts for your application,
plus premium-quality washers and hex or 12-point nuts, as required.
Studs are manufactured with a unique nut-starter nose that helps prevent
cross-threading. Studs and bolts come either black oxide chrome moly or
Stainless 300. Both are nominally rated at 170,000 psi tensile strength;
substantially stronger than Grade 8 hardware. Specially drilled “NASCAR”
models are available for those who wish to safety wire their header bolts to
prevent loosening.
STUD KITS BOLT KITS
NOTE:
8mm stainless
studs listed on
page 78.
Black Oxide Stainless 300 Black Oxide Stainless 300
Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point
BUICK
3.8L V6 12 3/8 1.670 120-1412 120-1402 420-1412 420-1402
350-455 cid 14 3/8 1.670 120-1411 120-1401 420-1411 420-1401
350-455 cid 14 3/8 .750 120-1101 120-1201 420-1101 420-1201
CHEVROLET, SMALL BLOCK
3/8˝ dia. bolt, 3/8˝ wrench 12 3/8 .750 100-1101 100-1201 400-1101 400-1201
3/8˝ dia. bolt, drilled, 3/8˝ wrench 12 3/8 .750 100-1103 100-1203 400-1103 400-1203
3/8˝ dia. stud 14 3/8 1.670 400-1400
3/8˝ dia. stud 12 3/8 1.670 100-1412 100-1402 400-1412 400-1402
Gen III/LS Series small block 12 M8 1.750 434-1301
3/8˝ dia. bolt, 3/8˝ wrench 12 3/8 1.000 100-1111 100-1211 400-1111 400-1211
CHEVROLET, BIG BLOCK
3/8˝ dia. bolt, 3/8˝ wrench 16 3/8 .750 100-1102 100-1202 400-1102 400-1202
3/8˝ dia. bolt, drilled, 3/8˝ wrench 16 3/8 .875 400-1104 400-1204
3/8˝ dia. stud 16 3/8 1.670 100-1413 100-1403 400-1413 400-1403
3/8˝ dia. bolt, 3/8˝ wrench 16 3/8 1.000 100-1112 100-1212 400-1112 400-1212
CHRYSLER
5/16˝ dia. bolt 14 5/16 .750 144-1102 144-1202 444-1102 444-1202
KB Hemi, stud w/prov for blower
brackets, Mopar 340-360 cid
16 3/8
1.670/
2.000
245-1311 245-1301 445-1311 445-1301
Neon, Spt, PT Cruiser 2.4 turbo 10 M8 2.000 441-1302
Neon, SOHC & DOHC
FORD
8 M8 2.000 441-1301
3/8˝ bolt 16 3/8 .750 100-1102 100-1202 400-1102 400-1202
3/8˝ stud
OLDSMOBILE
16 3/8 1.670 100-1414 100-1404 400-1414 400-1404
330-455 cid 14 3/8 .750 180-1101 180-1201 480-1101 480-1201
330-455 cid
UNIVERSAL
14 3/8 1.670 180-1411 180-1401 480-1411 480-1401
Bolt kit, 5/16˝ wrench 12 3/8 .750 100-1107 100-1207 400-1107 400-1207
Bolt kit, 5/16˝ wrench 16 3/8 .750 100-1108 100-1208 400-1108 400-1208
Bolt kit, 5/16˝ wrench 12 3/8 1.000 100-1109 100-1209 400-1109 400-1209
Bolt kit, 5/16˝ wrench 16 3/8 1.000 100-1110 100-1210 400-1110 400-1210
Bolt kit, drilled, uses 3/8˝ socket 16 3/8 .750 400-1105 400-1205
Bolt kit, drilled, uses 3/8˝ socket 12 3/8 .875 400-1106 400-1206
Stud kit 16 3/8-5/16 1.500 100-1401 100-1411
Stud kit, broached w/ 12-pt, locking
nut, 3/8˝
14 3/8 1.125 100-1405 100-1415
51
the header company bolts & studs

oil pan bolts the company & studs
52
OIL PAN BOLT
& STUD KITS
The engineers at ARP spent quite a bit of time developing
these highly effective, unique oil pan studs. They’re designed to
make it as easy as possible to install a pan and seal it properly.
You’ll note that the studs have a radiused bullet nose that serves
to locate the pan rails, then allow the nuts to be easily installed
without the worry of cross-threading. For those who prefer bolts,
ARP’s got you covered, too. Both are available in black oxide
finished chrome moly steel or rust-proof stainless steel. Also, you
may choose between conventional hex style or the space-saving
12-point nuts. The stud kits come complete with a special locking
flanged nut, while the bolt kits come with washers.
Application
NOTE:
Studs come with flanged lock nut.
Bolts come with washers.
CHEVROLET, SMALL BLOCK
OIL PUMP BOLTS & STUDS
TECH TIP
Always use some type of lubricant,
such as ARP Ultra-Torque fastener
assembly lubricant, when assembling
fasteners. Assembling without lubricant
can lead to galling or seizing, resulting in
costly, time consuming repairs.
You’ve probably heard many a horror story about someone losing an engine when the oil pump
fell off into the pan because of a broken bolt. Well, you can put your mind at ease when using
ARP’s premium grade oil pump bolt and stud kits. You have a choice of black oxide finished 8740
chrome moly steel or low maintenance stainless steel. Both are nominally rated at 170,000 psi
tensile strength to provide you with plenty of clamping force. Moreover, take your pick between
conventional hex style or 12-point designs. This is “insurance” that no conscientious engine
builder should be without! The studs come with flat washers and nuts, while the Ford bolt kit has
flat washers only. These inexpensive fasteners can literally save your engine.
CHEVROLET
Application
Small block, stud kit 230-7001 230-7002
Small & big block, 3.125˝, high volume, stud kit 230-7003 230-7004
FORD
STUD KITS BOLT KITS
Black Oxide Stainless 300 Black Oxide Stainless 300
Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point
265-400 cid (w/ standard 2-pc. cork gasket) 234-1901 234-1902 434-1901 234-1802 234-1801 434-1802 434-1801
265-400 cid (w/ 1-pc. rubber gasket) 134-1802 134-1801 434-1804 434-1803
350 cid with girdle, 5/16˝ diameter 334-1902
Gen III/LS Series small block 134-6901 134-6902 434-6901 434-6902
CHEVROLET, BIG BLOCK
396-454 cid (w/ standard 2-pc. cork gasket) 235-1901 235-1902 435-1901 435-1902 235-1802 235-1801 435-1802 435-1801
396-454 cid (w/ 1-pc. rubber gasket) 135-1802 135-1801 435-1804 435-1803
CHEVROLET, 6-CYLINDER
90° V6 333-1901
CHRYSLER, SMALL BLOCK
318-340-360 Wedge & 318-360 Magnum 200-1901 200-1902 400-1901 400-1902 200-1802 200-1801 400-1802 400-1801
CHRYSLER, BIG BLOCK
KB Hemi, 1.300˝ U.H.L 245-1901 245-1903
KB Hemi, 1.700˝ U.H.L 245-1902 245-1904 445-1902 445-1904
FORD, SMALL BLOCK
289-302-351C & 351W (early model) 254-1901 254-1902 454-1901 454-1903 254-1802 254-1801 454-1802 454-1801
302-351W (late model with side rails) 254-1903 254-1904 454-1902 454-1904 254-1804 254-1803 454-1804 454-1803
FORD, BIG BLOCK
390-428 cid FE Series 255-1802 255-1801 455-1802 455-1801
PONTIAC
350-455 cid 200-1901 200-1902 400-1901 400-1902 200-1802 200-1801 400-1802 400-1801
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
3/8˝ & 5/16˝ 4 piece bolt kit 150-6902 150-6901 450-6902 450-6901
Oil pump to pickup, stud kit 154-7005
Red part numbers indicate new items
800-826-3045

FRONT COVER, WATER PUMP &
ALTERNATOR KITS
ARP’s timing cover
bolts are available in
both polished stainless
steel or black oxide
finish chrome moly.
You also can choose
between standard hex
head bolts or compact 12-point
fasteners. Also available as part of ARP’s
complete Engine & Accessory kits.
Please go to page 63 for listings of available
Engine & Accessory kits.
CHEVROLET
Application
NOTE:
Studs come with flanged lock nut.
Bolts come with washers.
90° V6, timing cover 333-1401
FUEL PUMP
BOLT KITS
MOTOR MOUNT BOLT KITS
800-826-3045
Studs are preferred
by many Pro engine
builders because they
eliminate the chance of
pinching gaskets and
contribute to easier
engine assembly. You will
note that ARP studs feature
a special “bullet nose” to guide the nut
accurately into place. Available in black
oxide finish 8740 chrome moly or polished
stainless steel with hex or 12-point nuts.
Make sure that mechanical fuel
pumps stay properly aligned by using
ARP’s durable black oxide finished
chrome moly or rust-proof stainless bolts
(both materials are rated at 170,000 psi
and considerably stronger than Grade
8 hardware). Your choice of either conventional
hex heads or 12-point head.
Washers are included.
Alternators that come
loose are a pain, so that’s
why ARP came up with
these super tough bolts (your
choice of chrome moly
steel or polished stainless
(ARP 300 - both
rated 170,000 psi).
The stainless has the
added advantage of being
rust and corrosion resistant. It’s the fastener
of choice!
STUD KITS BOLT KITS
Black Oxide Stainless 300 Black Oxide Stainless 300
Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point
3/8˝ alternator pivot bolt 430-3303 430-3304
All V8, alternator bracket bolts 130-3302 130-3301 430-3302 430-3301
All V8, timing cover 200-1401 200-1411 400-1401 200-1502 200-1501 400-1502 400-1501
All V8 with Jesel belt drive or gear drive 334-1401
All V8, water pump long 130-3202 130-3201 430-3202 430-3201
Gen III/LS Series small block, timing cover 134-1501 134-1502 434-1501 434-1502
Gen III/LS Series small block, water pump with
thermostat housing bolts
134-3201 134-3202 434-3201 434-3202
Gen III/LS Series small block, rear motor cover
CHRYSLER
134-1503 134-1504 434-1503 434-1504
KB Hemi, timing cover
FORD
245-1511 245-1501 445-1511 445-1501
289-302, aluminum timing cover & water pump 154-1504 154-1503 454-1504 454-1503
289-302, cast-iron timing cover & water pump 154-1502 154-1501 454-1502 454-1501
351 SVO, timing cover 354-1401
351W, alternator bracket bolts
PONTIAC
150-3302 150-3301 450-3302 450-3301
All V8, alternator bracket bolts 190-3302 190-3301 490-3302 490-3301
All V8, timing cover and water pump 190-1502 190-1501 490-1502 490-1501
Application
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
CHEVROLET 130-1602 130-1601 430-1602 430-1601
PONTIAC 190-1602 190-1601 490-1602 490-1601
Application
Black Oxide
Hex 12-Point
Stainless 300
Hex 12-Point
Chevy, V6 & V8
mount to block
130-3102 130-3101 430-3102 430-3101
Chevy, V6 & V8
mount to frame
130-3105 430-3105
Chevy, LS Series small block
mount bracket to block
134-3102 134-3101 434-3102 434-3101
Ford, 289-302-351W 150-3102 150-3101 450-3102 450-3101
Pontiac, All V8 190-3102 190-3101 490-3102 490-3101
Secure any engine with complete
confidence with ARP’s
rugged motor mount bolts. You
can choose between black oxide
finished 8740 chrome moly
or corrosion-resistant stainless
steel; choice of hex or 12-bolt
head. Kits come complete with
flat washers.
53
the engine company block

engine block the company group
BELLHOUSING
STUD KITS
Here’s just what you need to secure a bellhousing in place. The
studs are designed with a bullet nose to guide the bellhousing
into position and accept nuts without the fear of cross-threading.
Choice of rugged 8740 heat-treated alloy or rust-proof stainless
steel. Complete with nuts and flat washers.
STARTER
BOLT KITS
Installing starter motors in the cramped confines of a
race car is simplified by use of ARP’s special bolts, which
feature small diameter heads to make accessibility more
convenient. They are stronger than OEM and industrial
grades, and especially suited for use on cars that use rear
motor plates. These starter bolts are made from ARP 300,
a 100% maintenance free stainless steel material that is
stronger than Grade 8 hardware and tough enough to
easily withstand the strain of a 10 to 15
pound starter cantilevered off the back
of an engine. Bolts have standard shank
knurling. Rated at 170,000 psi. Includes
washers, as required.
SEAL PLATE &
ACCESSORY
CAM DRIVE
SPECIFICATIONS
• Drive: forged ARP2000, 220,000 psi alloy
chrome moly steel with corrosion-resistant
oxide finish.
• Concentricity: .001 T.I.R.,
between shaft and hex,
1˝ and 1.5˝ length
• Threads: form rolled
9/16˝ x .625˝ on cam
end, 3/8˝ hex on drive
• Seal Plate: CNCmachined
7075-T4
aluminum with Viton seal
Application Dia. Length Pro Series Stainless
Chevy, Chrysler KB Hemi 3/8 2.000 245-0901 445-0901
Top fuel motor plate (std.) 7/16 2.150 245-0202
Top fuel motor plate
(w/ 1/4˝ spacer)
CHEVROLET
7/16 2.400 245-0201
Application UHL Part No.
All standard, 12 pt 3.700 430-3501
All standard, hex 3.700 430-3502
All with high torque starter, 12 pt 3.700 430-3503
All with high torque starter, hex 3.700 430-3504
All with long and short, hex 1.880 & 4.450 430-3505
All with long and short, 10mm, hex 1.775 & 4.470 430-3506
All, 2 ea. long, 3/8˝ bolt, hex 4.450 430-3507
If the survivability of your camshaft drive, through an entire
race without stripping or breaking, has been a matter of concern –
ARP’s new cam drive should put your mind to rest. We built this
setup to be “bulletproof.” Totally reliable. A through-hardened,
not just case hardened, chrome moly shaft, premium grade Viton
seal, plus anodized aluminum plate are manufactured in-house to
insure that every part is guaranteed ARP quality.
The perfect compliment to our “bulletproof” cam drives
are these precision seal plates. They’re made of CNC-machined
7075-T4 alloy aluminum and anodized to resist corrosion.
Available in 2.100˝ and 2.380˝ diameters to fit most any OEM
or aftermarket block.
World champion sprint car driver Corey Kruseman Dennis Anderson & “Grave Digger”
54
FORD
2-bolt, 12 pt 1.500 450-3501
3-bolt, 12 pt 1.500 450-3502
Application 1.0˝ 1.5˝
All 9/16-18 x .625 934-0005 934-0006
Application Diameter Part No.
Small Block GM, 2.100 O.D. block 2.100 934-0007
Dart, aluminum block 2.380 934-0008
800-826-3045

Special “NASCAR”
model bolts have drilled
heads (one per set) to facilitate
tech official’s sealing. These
12-point bolts have a generous flange
head for superior load distribution.
CARB STUD KITS
800-826-3045
INTAKE MANIFOLD BOLT
& STUD KITS
Prevent intake manifold leaks with ARP’s quality fasteners. They’re rated
at 170,000 psi and precision machined for optimum thread engagement.
Wide underhead flange and companion washers provide even load distribution.
Precision rolled threads prevent galling while promoting more consistent torque loading.
Facilitates optimum sealing of gasket surfaces. Available in choice of black oxide finish chrome
moly or corrosion resistant stainless steel, as well as hex or 12-point heads. Washers included.
Application
Black Oxide
Hex 12-Point
Stud
Hex
Stainless 300
12-Point NASCAR
AMC
290-343-390 cid, uses 3/8˝ socket
BUICK
114-2001 414-2001 414-2101
3.8L V6 123-2001 423-2001
215 cid, uses 3/8˝ socket
CHEVROLET
124-2001 124-2101 424-2001 424-2101
90° V6, 1.000˝ drilled 333-2101
SB 2, standard deck 334-2104
SB 2, tall deck, drilled 334-2105
Small block, 1.000˝, drilled 334-2102
Small block, 1.250˝, drilled 334-2103
265-400 cid, factory OEM 134-2001 134-2101 434-2001 434-2101
305-350 Vortec, fits most aftermarket alum. intakes 134-2002 134-2103 434-2002 434-2102
305-350 Tuned Port 134-2004 134-2104 434-2004 434-2104
LS1, LS4, LS6, 4.8L-RL4, 5.3L-LM7, 6.0L-LQ4 130-2001 130-2101 430-2001 430-2101
Gen III/LS Series small block, valley cover bolts 134-8001 134-8002 434-8001 434-8002
396-454 cid, 1.250˝ U.H.L. 135-2001 135-2101 435-2001 435-2101
502 cid, 1.500˝ U.H.L.
CHRYSLER
135-2002 435-2002 435-2102
318-440 Wedge, uses 3/8˝ socket
FORD
144-2001 144-2101 444-2001 444-2101
260-289-302, 351W, uses 3/8˝ socket 154-2001 154-2101 454-2001 454-2101
289-302, 351W intake stud kit 354-2103
351C, 351-400M 154-2004 154-2104 454-2004 454-2104
351W, uses 3/8 wrenching 154-2002 154-2102 454-2003 454-2103
351 SVO, Jack Roush design, drilled 354-2102
390-428 cid FE Series 155-2002 155-2102 455-2002 455-2102
429-460 cid
PONTIAC
155-2005 155-2105 455-2001 455-2101
350-455 cid, uses 3/8˝ socket 194-2001 194-2101 494-2001 494-2101
The best way to make sure that carburetors stay perfectly sealed to the intake
manifold is through the use of ARP’s carb studs, which feature J-form threads
to resist loosening from vibration. They’re offered in a variety of heights to accommodate most any combination of carb and spacer, and are
available in 8740 chrome moly with a black oxide finish or rust-proof stainless steel. Special ARP Pro Series NASCAR type stud kits have one
of the studs drilled to facilitate sealing the carburetor in the engine by race officials. All carb stud kits come with hex nuts and washers.
Application Qty. Size O.A.L. Black Oxide Stainless 300 Pro Series
Standard 4 5/16 1.700 200-2401 400-2401
1/2˝ spacer 4 5/16 2.225 200-2403 400-2403
1˝ spacer 4 5/16 2.700 200-2402 400-2402
2˝ spacer 4 5/16 3.700 200-2404 300-2404
3˝ spacer 4 5/16 4.700 200-2405
1-1 /4” Moroso spacer 4 5/16 3.200 200-2408 400-2408
2˝ Moroso spacer 8 5/16 1.250 & 1.700 200-2409
Dominator with 1/2˝ or 1˝ spacer 4 5/16 3.200 200-2412 400-2412
Dominator carb stud, no spacer 4 5/16 2.225 200-2414 400-2414
Dominator carb stud, with spacer 4 5/16 4.400 200-2415
HP Dominator carb stud, no spacer 4 5/16 2.225 200-2416
HP Dominator carb stud with 1/2˝ spacer 4 5/16 2.700 200-2417
HP Dominator carb stud with 1˝ spacer 4 5/16 3.200 200-2418
Standard (drilled for NASCAR wire seal) 4 5/16 1.700 300-2401
2˝ spacer (drilled for NASCAR wire seal) 8 5/16 1.700 & 2.225 300-2406
1˝ spacer (drilled for NASCAR wire seal) 4 5/16 2.700 300-2403
1/2˝ spacer (drilled for NASCAR wire seal) 4 5/16 2.225 300-2402
1˝ Moroso spacer (drilled for NASCAR wire seal) 4 5/16 2.700 300-2407
1-1/4˝ Moroso spacer (drilled for NASCAR wire seal) 4 5/16 3.200 300-2408
2˝ Moroso spacer (drilled for NASCAR wire seal) 8 5/16 1.250 & 1.700 300-2409
Quadrajet (all), with 1/4˝ base gasket 4 5/16 1.700 & 4.400 200-2413 400-2413
55
the intake company system

intake the company system
56
AIR CLEANER STUD
KITS
Keep your air cleaner firmly in position with an ARP
stud kit. Includes your choice of a black oxide finished
chrome moly or stainless steel stud with an appropriate
nut. Vastly superior to the cheap fasteners that sometimes
COIL BRACKET
BOLTS
THERMOSTAT
HOUSING BOLTS
get used. Nobody likes water leaks. And
Application Black Oxide Stainless 300
5/16 x 2.225˝ OAL 200-0301 400-0301
5/16 x 2.700˝ OAL 200-0302 400-0302
5/16 x 3.200˝ OAL 200-0303 400-0303
1/4 x 2.225˝ OAL 200-0304 400-0304
1/4 x 2.443˝ OAL 200-0307 400-0307
1/4 x 2.700˝ OAL 200-0305 400-0305
1/4 x 3.200˝ OAL 200-0306 400-0306
here’s ARP’s contribution to the solution.
These premium grade bolts are engineered
to properly engage the manifold threads and
resist loosening. They’re application-specific, and
come in your choice of black oxide finished chrome
moly or rust-proof stainless steel, with handy 12-point
or standard hex heads. Washers included.
Application UHL
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
CHEVY (3 PC) 1.00/2.00 130-7402 130-7401 430-7402 430-7401
CHEVY LS SERIES
SMALL BLOCK
20mm 134-7402 134-7401 434-7402 434-7401
FORD FE 2.250 155-7402 155-7401 455-7402 455-7401
FORD 351W 0.875 150-7402 150-7401 450-7402 450-7401
PONTIAC 1.000 190-7402 190-7401 490-7402 490-7401
Add a touch of class to your coil bracket installation with an ARP bolt kit.
Available in black oxide finished chrome moly or rust-proof stainless steel, as
well as with a conventional hex head or 12-point (great for tight, hard-to-reach
coils). Washers included.
Application
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
CHEVY 130-2302 130-2301 430-2302 430-2301
CHEVY LS SERIES
SMALL BLOCK
134-2302 134-2301 434-2302 434-2301
FORD WINDSOR 150-2302 150-2301 450-2302 450-2301
800-826-3045

NHRA Pro Stock Champion Mike Edwards
800-826-3045
CARBURETOR FLOAT
BOWL KITS
The smart way to attach a Holley float bowl is with ARP’s special new
bolts. They’re made from 304 stainless steel and are virtually impervious to
corrosion. A polished finish makes them an enhancement to any carb. They
are 5/16˝ wrenching and nominally rated at 170,000 psi. Available for both
single and dual metering block applications.
BREAK-AWAY BLOWER STUDS
Engineered to minimize damage to either manifold or blower housing during unexpected blower
explosions – these break-away blower studs are designed to allow separation of manifold and blower.
Use of these special studs could save you thousands of dollars! Manufactured from premium-quality
aluminum and heat-treated to provide the optimum balance between keeping the supercharger in
place and breaking under a predetermined amount of force. Kit comes complete with anodized studs,
12-point, quality steel nuts and heavy-duty parallel-ground and hardened steel washers.
One of the most critical – yet often overlooked – fasteners used in any engine locks the
timing in place. ARP offers these premium grade studs, which are equipped with vibrationresistant
J-form threads, in black oxide finished chrome moly or rust-proof stainless steel. A
special bullet nose helps guide nut into place without crossthreading.
Choice of conventional hex or space-saving 12-point nuts.
Washers included.
Application
Application Pieces Part No.
2-barrel, hex 4 400-0312
Dual metering blocks, hex 8 400-0310
Single metering blocks, hex 8 400-0311
Application Diameter OAL Part No.
Blower stud kit (blue) 7/16 2.880 100-0601
SSI blower stud kit (red) 7/16 2.500 100-0602
DISTRIBUTOR STUD KITS
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
CHEVY 130-1702 130-1701 430-1702 430-1701
FORD 150-1702 150-1701 450-1702 450-1701
PONTIAC 190-1702 190-1701 490-1702 490-1701
UHLRA Champion Hopp Racing visits ARP’s Santa Paula shop
57
the intake company system

engine the components
company
58
HARMONIC BALANCER
BOLT KITS
BUICK
Application
Socket
Size
Thread
Size
UHL Part No.
All V6 & V8 13/16 3/4-16 1.300 120-2501
CHEVROLET
Small block 5/8 7/16-20 2.470 134-2501
Small block 13/16 7/16-20 2.470 234-2501
Small block 1-1/16 7/16-20 2.470 234-2502
Gen III/LS Series
small block (except LS7)
1-1/16 M16 x 2.0 4.325 234-2503
Gen III/LS7 small block
CHEVROLET
1-1/16 M16 x 2.0 5.225 234-2504
Big block 5/8 1/2-20 1.550 135-2501
Big block 13/16 1/2-20 1.550 235-2501
Big block
CHRYSLER
1-1/16 1/2-20 1.550 235-2502
318-440 Wedge & 426
Hemi with thin damper
1-1/16 3/4-16 1.420 245-2501
318-440 Wedge with thick
damper & Viper V10
1-1/16 3/4-16 2.200 240-2501
5.7L & 6.1L Hemi
FORD
19mm M14 x 1.50 4.000 147-2501
1.8L & 2.0L Duratec 19mm M14 x 1.50 1.735 251-2501
4.6L Modular V8 18mm M12 x 1.50 1.800 156-2501
289-460 cid (except 351C) 5/8 5/8-18 2.050 150-2501
351C
HONDA
5/8 5/8-18 1.800 154-2501
B Series (B16/18)
MITSUBISHI
19mm M14 x 1.25 1.350 208-2501
2.0L (4G63) DOHC
OLDSMOBILE
19mm M14 x 1.50 1.525 207-2501
V8
PONTIAC
13/16 3/4-16 1.300 180-2501
350-455 cid 5/8 5/8-18 1.580 190-2501
Red part numbers indicate new items
SQUARE DRIVE BALANCER BOLTS
ARP offers a special version
of its rugged 200,000 psi rated
balancer bolt that can accept a
standard 1/2˝ drive ratchet or
breaker bar to facilitate rotating
the crank assembly.
• 1/2˝ square drive forged into bolt head, enabling the rotation
of an engine with any 1/2˝ drive tool
• Made from heat-treated 8740 chrome moly steel with heavyduty
black oxide finish
FUEL PUMP PUSHROD KIT
Stock fuel pump pushrods leave a lot to be desired. In fact,
they’ve been known to break at the most inopportune time. To
provide you with required reliability and improved performance,
ARP has developed these sophisticated and durable pushrods.
They’re made from premium grade aerospace chrome moly and
centerless ground to precise diameter. A hollow core serves to
reduce the reciprocating mass, which requires less energy to operate.
The less drag on the motor, the more power available to you!
As the crankshaft flexes and twists, the balancer absorbs
incredible amounts of kinetic energy. To ensure that the balancer
is locked in position, ARP has developed these ultra strong
200,000 psi bolts that let you exert maximum clamping force.
Special features include 1/4˝ thick, wide area washer and an extra
tall 12-point head that accepts a deep socket and eliminates the
worry of stripping the head.
Application Part No.
BUICK 120-2502
CHEVY
Small Block 134-2503
Big Block 135-2503
CHRYSLER 145-2503
FORD
289-460 cid (except 351C ) 150-2503
351C 154-2502
OLDSMOBILE 180-2502
PONTIAC 190-2502
NOTE: Not for use on roller cams!
Application Diameter OAL Part No.
Chevy Small Block 1/2 5.750˝ 134-8701
Chevy Big Block 1/2 5.750˝ 135-8701
800-826-3045

CAM BOLT KITS
800-826-3045
Install an ARP cam bolt kit and end your camshaft timing worries! ARP quality delivers increased
pre-load clamping force and assures positive timing gear register. Includes appropriate fasteners for
your application. Increased material strength overcomes valve train harmonics and stress. Added
features include oversized bolt head flange for cam button retention and reduced socket head size to
facilitate easy installation and removal. Available in both High Performance and Pro Series kits.
Application
OIL PUMP DRIVESHAFT KITS
Many an engine has been destroyed as a result of oil pump driveshaft failure. To cure this all-too-common problem, ARP has designed an extra
heavy-duty shaft that will provide you with the necessary reliability. The shaft is made from heat-treated, premium grade aerospace chrome moly
steel. Moreover, the shaft diameter is a larger diameter than the OEM unit. These features combine to enable ARP shafts to handle the added torque
requirements of increased capacity oil pumps or heavy viscosity lubricants.
CHEVY DRIVES: Made from premium grade 8740 and heat-treated to 190,000 psi, ARP uses a unique manufacturing process where
the alignment sleeve is roll formed onto the shaft (not welded or pinned), enabling the sleeve to float, allowing for slight misalignment.
FORD DRIVES: Made from ARP2000 and heat-treated to
220,000 psi. These pump drives feature a CNC milled (not
broached) hex, and has the retaining washer installed.
Socket
Size
Thread
Size
UHL
High Perf.
180,000 psi
Pro Series
200,000 psi
BMW
1.6L Mini Cooper - cam sprocket bolt kit
BUICK
19mm M12 x 1.5 2.085 206-1001
All V6
CHEVROLET
3/8 5/16-18 .560 123-1001
265-454 cid 1/2 5/16-18 .750 134-1001 234-1001
265-454 cid - with oversize head for use with cam button 7/16 5/16-18 .750 300-1001
Gen III/LS Series small block - cam retainer plate bolt kit 10mm M8 x 1.25 20mm 134-1002
Gen III/LS Series small block - cam sprocket bolt kit
CHRYSLER
10mm M8 x 1.25 25mm 134-1003
2.0L DOHC & 2.4L DOHC - cam tower stud kit (head# 4667086)
8mm
10mm
M6 x 1.0
M8 x 1.0
1.825
2.115
141-1001
383-440 Wedge & 426 Hemi - 3 bolt pattern 5/8 3/8-16 .750 144-1001
383-440 Wedge & 426 Hemi - 3 bolt pattern (reduced head, extended length)
FORD, SMALL BLOCK
3/8 3/8-16 .875 244-1001
260-289-302 cid (1965-68) 5/8 3/8-16 1.460 154-1001 254-1001
302-351W cid (1969 & later) 5/8 3/8-16 1.580 155-1001 255-1001
351C, 351-400M 5/8 3/8-16 1.970 154-1002 254-1002
351 SVO - cam retainer plate bolt kit 7/16 1/4-20 .750 250-1001
4.6L & 5.4L Modular V8 - M10 cam sprocket bolt kit (1 per cam required) 18mm M10 x 1.5 1.700 256-1002
4.6L & 5.4L Modular V8 - M12 cam sprocket bolt kit (1 per cam required)
FORD, BIG BLOCK
18mm M12 x 1.5 1.800 256-1001
390-428 cid FE Series 5/8 7/16-14 1.750 155-1002 255-1002
429-460 cid
FORD, 4-CYLINDER
5/8 3/8-16 1.580 155-1001 255-1001
2.0L Zetec
MITSUBISHI
18mm M10 x 1.5 1.600 251-1002
2.0L (4B11) Turbo - cam tower stud kit
8mm
10mm
M6 x 1.0
M8 x 1.0
1.825
2.115
107-1001
2.0L (4G63) DOHC - cam sprocket bolt kit
PONTIAC
14mm M12 x 1.25 1.180 107-1002
350-455 cid
TOP FUEL
3/4 1/2-20 1.000 190-1001
Hemi (220,000 psi) 3/8 3/8-24 1.380 244-1002
Red part numbers indicate new items
Application Part No.
CHEVROLET
Small block (all) 134-7901
Big block 135-7901
Big block (+.400 tall deck) 135-7902
IMPORTANT NOTE: Make sure you ALWAYS check
clearances: shaft to block and pump to distributor.
Application Part No.
FORD
239-312 Y block 154-7906
289-302 cid & Boss 302 154-7904
351W 154-7901
351C, 351-400M 154-7905
390-428 cid FE Series 154-7902
429-460 cid 154-7903
59
the engine company components

accessory the company group
60
ALTERNATOR STUD KITS
Strange as it may seem, there have been many races lost in
oval track, off-road and endurance competition due to the OEM
alternator stud failing and the subsequent loss of electrical power.
To prevent this from ever happening, conscientious engine builders
rely on ARP’s “bulletproof” alternator studs. They’re made
from a premium grade 8740 chrome moly steel alloy and heattreated
to a nominal 200,000 psi tensile strength. They are very
rigid and won’t bend under the stress of competition, eliminating
problems with alternator pulley alignment. Here’s more reliable
“insurance” from the innovators at ARP. Available in 5.000˝ and
5.250˝ lengths. Includes a 12-point nut and flat washer.
COIL BRACKET BOLT KITS
Add a touch of class to your coil bracket installation with an
ARP bolt kit. Available in black oxide finished chrome moly or
rust-proof stainless steel, as well as with a conventional
hex head or compact 12-point (great
for use with those coils mounted in tight,
hard-to-reach places). Washers included.
Coil bracket bolts also included in ARP’s
popular Engine & Accessory kits.
DISTRIBUTOR STUD KITS
One of the most critical – yet often overlooked – fasteners
used in any engine locks the timing in place. ARP offers these
premium grade studs, which are equipped
with vibration-resistant J-form threads,
in your choice of black oxide finished
chrome moly or rust-proof stainless
steel. Select from conventional
hex or space-saving 12-point nuts.
Washers included.
INDIVIDUAL
ACCESSORY
BOLT KITS
Just about any fastener type you can think of is available
from ARP in convenient skin-packed cards by product group.
Look for them at your favorite performance parts retailer. And
note that all ARP fasteners are proudly manufactured in the
U.S.A. in our own factory. It will pay you to invest in the best.
For your convenience, ARP has taken the most popular
combinations and compiled complete Engine & Accessory Bolt
Kits. You’ll find them all on page 63 of this catalog. Each kit contains
about a dozen different fastener groups. They’re available
for engines ranging from Briggs & Stratton to Chevy, Ford,
Chrysler and Pontiac powerplants.
Also available, display skin-packed in groups of five are
“bulk” fasteners that are offered in coarse, fine and metric
threads. These 5-packs come in a wide array of lengths, ranging
from about 1/2˝ to 6 inches. They are offered in polished
stainless steel or black oxide chrome moly steel. You can also get
companion 5-packs of nuts and washers. See the complete listings
on pages 87 -91.
Description OAL
Application
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
CHEVY 130-2302 130-2301 430-2302 430-2301
CHEVY LS
SERIES SMALL
BLOCK
134-2302 134-2301 434-2302 434-2301
FORD 150-2302 150-2301 450-2302 450-2301
Application
Coarse Thread
Length
Fine Thread
Length
Part No.
7/16 stud 5.000 1.000 1.000 300-0501
7/16 stud 5.250 1.000 1.000 300-0502
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
CHEVY 130-1702 130-1701 430-1702 430-1701
FORD 150-1702 150-1701 450-1702 450-1701
PONTIAC 190-1702 190-1701 490-1702 490-1701
800-826-3045

Application
Black Oxide
Hex 12-Point
Stainless 300
Hex 12-Point
CHEVROLET
3/8 alternator pivot bolt kit 430-3303 430-3304
All V8, timing cover bolt kit 200-1502 200-1501 400-1502 400-1501
All V8, water pump, long bolt kit 130-3202 130-3201 430-3202 430-3201
All V8, alternator bracket bolt kit 130-3302 130-3301 430-3302 430-3301
Gen III/LS Series small block, timing cover 134-1501 134-1502 434-1501 434-1502
Gen III/LS Series small block, water pump with
thermostat housing bolts
134-3201 134-3202 434-3201 434-3202
Gen III/LS Series small block, rear motor cover
CHRYSLER
134-1503 134-1504 434-1503 434-1504
KB Hemi, timing cover stud kit
FORD
245-1511 245-1501 445-1511 445-1501
289-302, aluminum timing cover & water pump 154-1504 154-1503 454-1504 454-1503
289-302, cast-iron timing cover & water pump 154-1502 154-1501 454-1502 454-1501
351W, alternator bracket bolt kit
PONTIAC
150-3302 150-3301 450-3302 450-3301
All V8, alternator bracket bolt kit 190-3302 190-3301 490-3302 490-3301
All V8, timing cover and water pump 190-1502 190-1501 490-1502 490-1501
FUEL PUMP
BOLT KITS
THERMOSTAT HOUSING BOLTS
These premium grade bolts
are engineered to properly engage
the manifold threads and resist
loosening. They’re applicationspecific,
and come in your choice
of black oxide finished chrome
moly or rust-proof stainless steel,
with handy 12-point or standard
hex heads. Washers included.
800-826-3045
FRONT COVER,
WATER PUMP
& ALTERNATOR
We have an assortment
of premium quality stainless
steel and black oxide
finish 8740 chrome moly
bolts for the most popular
applications.
Washers included.
These bolts are also
available as part of our
complete Engine & Accessory Kit
packages (see page 63 for details).
Absolute security is yours with ARP’s durable fuel pump
bolts. Your choice of black oxide finished chrome moly steel or
rust-proof stainless steel. Both are nominally rated at 170,000
psi and considerably stronger than Grade 8 hardware. Hex or
12-point head. Washers included.
Application
Application Dia. UHL
Black Oxide
Hex 12-Point
Stainless 300
Hex 12-Point
BUICK
350-455 cid, 14 pcs.
CHEVROLET, SMALL BLOCK
3/8 .750 120-1101 120-1201 420-1101 420-1201
12 pieces 3/8 .750 100-1101 100-1201 400-1101 400-1201
12 pieces, drilled 3/8 .750 100-1103 100-1203 400-1103 400-1203
12 pieces
CHEVROLET, BIG BLOCK
3/8 1.000 100-1111 100-1211 400-1111 400-1211
16 pieces 3/8 .750 100-1102 100-1202 400-1102 400-1202
16 pieces, drilled 3/8 .875 400-1104 400-1204
16 pieces
CHRYSLER
3/8 1.000 100-1112 100-1212 400-1112 400-1212
318-340-360 Wedge, 14 pcs.
FORD
5/16 .750 144-1102 144-1202 444-1102 444-1202
16 pieces
OLDSMOBILE
3/8 .750 100-1102 100-1202 400-1102 400-1202
330-455 cid, 14 pcs.
UNIVERSAL
3/8 .750 180-1101 180-1201 480-1101 480-1201
12 pcs., 5/16˝ wrenching 3/8 .750 100-1107 100-1207 400-1107 400-1207
16 pcs., 5/16˝ wrenching 3/8 .750 100-1108 100-1208 400-1108 400-1208
12 pcs., 5/16˝ wrenching 3/8 1.000 100-1109 100-1209 400-1109 400-1209
16 pcs., 5/16˝ wrenching 3/8 1.000 100-1110 100-1210 400-1110 400-1210
16 pcs., 3/8˝ socket, drilled 3/8 .750 400-1105 400-1205
12 pcs., 3/8˝ socket, drilled 3/8 .875 400-1106 400-1206
Application UHL
ARP manufactures
premium grade bolt
kits to facilitate installation
of exhaust headers
in both stainless steel or
8740 chrome moly steel. The
Stainless 300 material is not affected by corrosion
or extreme heat, making it ideal for
the application. What’s more, the compact
12-point nut version lets you easily slip a socket
close to the pipe. Each ARP bolt kit includes
the specific number of parts for your application,
plus premium-quality washers and hex or
12-point nuts, as required. The black oxide
finished chrome moly bolts and stainless
steel fasteners are nominally rated at
170,000 psi tensile strength. Specially
drilled “NASCAR” models
available for those who wish
to safety wire their header
bolts to prevent loosening.
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
CHEVY (3 PC) 1.00/2.00 130-7402 130-7401 430-7402 430-7401
CHEVY LS SERIES
SMALL BLOCK
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
CHEVROLET 130-1602 130-1601 430-1602 430-1601
PONTIAC 190-1602 190-1601 490-1602 490-1601
HEADER BOLTS
20mm 134-7402 134-7401 434-7402 434-7401
FORD FE 2.250 155-7402 155-7401 455-7402 455-7401
FORD 351W 0.875 150-7402 150-7401 450-7402 450-7401
PONTIAC 1.000 190-7402 190-7401 490-7402 490-7401
61
the accessory company group

accessory the company group
62
INTAKE MANIFOLD B0LTS
AMC
OIL PAN
BOLTS
Application
ARP’s premium grade pan bolts combine
sealing efficiency with good looks.
They are available in black oxide finished
chrome moly steel or rust-proof stainless
steel. Also, take your pick from conventional
hex bolt heads and a space-saving
12-point design. Includes washers. For
details on ARP oil pan stud kits refer to
page 52 of this catalog.
VALVE COVER BOLT KITS
ARP offers special valve cover bolts both as individual packages, or
included in complete Engine & Accessory Kits (see page 63). The bolts
are offered in a choice of chrome moly steel with a black oxide finish
or corrosion-proof polished stainless steel (ARP Stainless 300 material)
Additionally, you have a choice between conventional hex head bolts
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
290-343-390 cid, uses 3/8˝ socket 114-2001 414-2001 414-2101
BUICK
3.8L V6 123-2001 423-2001
215 cid, uses 3/8˝ socket 124-2001 124-2101 424-2001 424-2101
CHEVROLET
265-400 cid, factory OEM 134-2001 134-2101 434-2001 434-2101
305-350 Vortec, fits most aftermarket alum. intakes 134-2002 134-2103 434-2002 434-2102
LS1, LS4, LS6, 4.8L-RL4, 5.3L-LM7, 6.0L-LQ4 130-2001 130-2101 430-2001 430-2101
Gen III/ LS Series small block, valley cover bolts 134-8001 134-8002 434-8001 434-8002
396-454 cid, 1.250˝ U.H.L 135-2001 135-2101 435-2001 435-2101
502 cid, 1.500˝ U.H.L 135-2002 435-2002 435-2102
CHRYSLER
318-440 Wedge, uses 3/8˝ socket 144-2001 144-2101 444-2001 444-2101
FORD
260-289-302-351W, uses 3/8˝ socket 154-2001 154-2101 454-2001 454-2101
351C, 351-400M 154-2004 154-2104 454-2004 454-2104
390-428 cid FE Series 155-2002 155-2102 455-2002 455-2102
429-460 cid 155-2005 155-2105 455-2001 455-2101
PONTIAC
350-455 cid, uses 3/8˝ socket 194-2001 194-2101 494-2001 494-2101
Application
CAST ALUMINUM COVERS
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
Bolt kit, 1/4-20, 8 pieces 100-7507 100-7503 400-7507 400-7503
Bolt kit, 1/4-20, 14 pieces 100-7504 100-7508 400-7508 400-7504
Chevy, Gen III/LS Series small block 100-7524 100-7523 400-7529 400-7530
STAMPED STEEL COVERS
CHEVROLET
Application
350 Chevy, center bolted valve cover 100-7509 100-7510 400-7509 400-7510
Bolt kit, 1/4-20, 8 pieces 100-7505 100-7501 400-7505 400-7501
Bolt kit, 1/4-20, 14 pieces 100-7506 100-7502 400-7506 400-7502
Prevent intake manifold leaks with
ARP’s quality fasteners. They’re super
strong and precision machined for
optimum thread engagement. Wide
underhead flange and companion washers
provide even load
distribution. Precision
rolled threads prevent
galling while promoting
more consistent torque
loading. Also facilitates
optimum sealing of gasket surfaces.
Available in choice of black oxide finished
chrome moly or corrosion resistant stainless
steel, as well as hex or 12-point heads.
Both materials are nominally rated at
170,000 psi. Washers included.
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
265-400 cid (w/ standard 2-pc. cork gasket) 234-1802 234-1801 434-1802 434-1801
265-400 cid (w/ 1-pc. rubber gasket ) 134-1802 134-1801 434-1804 434-1803
Gen III/LS Series small block 134-6901 134-6902 434-6901 434-6902
396-454 cid (w/ standard 2-pc. cork gasket) 235-1802 235-1801 435-1802 435-1801
396-454 cid (w/ 1-pc. rubber gasket )
CHRYSLER
135-1802 135-1801 435-1804 435-1803
318-340-360 Wedge & 318-360 Magnum
FORD
200-1802 200-1801 400-1802 400-1801
289-302-351C & 351W (early model) 254-1802 254-1801 454-1802 454-1801
302-351W (late model with side rails) 254-1804 254-1803 454-1804 454-1803
390-428 cid FE Series
PONTIAC
255-1802 255-1801 455-1802 455-1801
350-455 cid 200-1802 200-1801 400-1802 400-1801
Red part numbers indicate new items
and nuts or compact, easy access 12-point designs. The heads feature a
wide base for better load distribution and sealing (helps prevent those
pesky gasket leaks), while the compact head is easily accessed. Kits are
shipped with the required flat washers. ARP also manufactures valve
cover stud kits, which are listed on page 50 of this catalog.
800-826-3045

ENGINE & ACCESSORY
FASTENER KITS
It’s easy to assemble a show-quality engine when you use
ARP’s handy Engine & Accessory Fastener Kit. Virtually everything
you need comes completely organized in one convenient
package (no need to deal with twelve different part numbers)!
More importantly, each and every fastener is superior in strength
to the OEM bolts, and also significantly better than hardware
grades (even Grade 8). You have a choice of two premium quality
materials and finishes.
Traditionalists will appreciate the strength and functionality
of ARP’s heat-treated 8740 Chrome Moly steel alloy bolts, which
feature a black oxide finish.
Those who desire a dazzling engine will no doubt prefer
fasteners made of ARP’s specially alloyed Stainless 300 material,
which has the added benefit of being virtually impervious to rust
and corrosion. The stainless steel is polished to achieve a brilliant
luster, and provides a distinctive, maintenance-free environment.
Each kit has a dozen different type fasteners, all neatly organized
and labeled in protective vacuum-wrapped packages.
Both materials are nominally rated at 170,000 psi tensile
strength and come in both hex and 12-point heads.
Please note that these kits are designed for carbureted engines.
Newer EFI applications may require the purchase of additional
fasteners.
• Each Kit Contains 12 Groups of Fasteners
(except for Briggs & Stratton)
• Black Oxide Finish 8740 Chrome Moly Steel or Stainless
Polished Steel
• Stronger Than Any Hardware Grades
• Choice Of Hex or 12-Point Heads
• Available For All Popular Engine Types
• 100% Satisfaction Guaranteed.
• Save Time, Money and Hassles!
800-826-3045
Everything you need to attach components
and accessories from a long block on up is
packaged in one economical, convenient kit!
Application
Hex
Black Oxide
12-Point
Stainless 300
Hex 12-Point
BRIGGS & STRATTON
4-cycle, 5 horsepower Jr. Dragster
CHEVROLET
500-9601 500-9501
350-400 cid with headers (1986 & earlier) ➊ 534-9801 534-9701 534-9601 534-9501
305-350 cid with headers (1987-95) 534-9802 534-9702 534-9602 534-9502
350 LT1-LT4 with headers (1992-97) 534-9803 534-9703 534-9603 534-9503
305-350 Vortec with headers (1996 & later) except LS1 and LS6 534-9804 534-9704 534-9604 534-9504
Gen III/LS Series small block with or without headers 534-9805 534-9705 534-9605 534-9505
396-454 cid ➊
CHRYSLER
535-9801 535-9701 535-9601 535-9501
318-340-360 Wedge ➊ 544-9801 544-9701 544-9601 544-9501
383-440 Wedge
FORD
545-9801 545-9701 545-9601 545-9501
289-302 cid ➊ 554-9801 554-9701 554-9601 554-9501
Boss 302 ➊ 554-9802 554-9702 554-9602 554-9502
351 Cleveland 554-9804 554-9704 554-9604 554-9504
351 Windsor ➊ 554-9803 554-9703 554-9603 554-9503
390-428 FE Series 555-9802 555-9702 555-9602 555-9502
429-460 cid ➊
PONTIAC
555-9801 555-9701 555-9601 555-9501
350-455 cid ➊
SUZUKI
594-9801 594-9701 594-9601 594-9501
GSX 1300R Hayabusa - Case halves bolt kit 471-9501
GSX 1300R Hayabusa - Accessory bolt kit 571-9501
➊ 1987 & newer EFI engines or those with aftermarket components may require additional fasteners be purchased
g Intake manifold bolts
g Valve cover bolts
g Thermostat housing bolts
g Alternator bracket bolts
g Distributor bracket bolts
g Motor mount bolts
g Oil pan bolts
g Coil bracket bolts
g Header bolts
g Front cover bolts
g Water pump bolts
g Fuel pump bolts
Red part numbers indicate new items
63
the accessory company group

the driveline
company
64
FLYWHEEL
BOLT KITS
Flywheel and Flexplate bolts play an
important role in the performance and
safety of race cars and street machines
alike. That’s why the fastener experts at
ARP have developed special bolts that
are far superior to OEM hardware. ARP
offers two styles of Flywheel/Flexplate
bolts: High Performance and Pro Series.
They are both forged from aerospace alloy
and heat-treated prior to thread rolling
and machining. Both feature an exclusive,
flat, 12-point head design and larger
than stock shank diameter for increased
strength and improved flywheel register.
The popular High Performance series is
rated at 180,000 psi, and the premium
grade Pro Series, originally developed for
NASCAR competition, has a 200,000 psi
rating. Complete with washers and nuts
where applicable.
NOTE: The thread size of metric fasteners is listed
using international designations. For example,
“M10” indicates a 10mm thread size.
Application UHL Thread Size High Perf. Pro Series
BMC
1600cc A Series .900 3/8-24 206-2802
BMW
2.3L (S14) (22mm UHL) .870 M12 x 1.5 201-2801
2.3L (S14) (28mm UHL) 1.100 M12 x 1.5 201-2802
CHEVROLET
90° V6 & 265-454 V8 with 2pc. rear seal 1.000 7/16-20 100-2801 200-2802
90° V6 & 305-502 V8 with 1pc. rear seal 1.000 7/16-20 200-2807
Gen III/LS Series small block .880 M11 x 1.5 330-2802
V8 with Tilton flywheel, uses 1/2˝ socket .875 7/16-20 330-2801
CHRYSLER/DODGE
SL6, 3.9L V6 & 273-440 V8 w/ 6 bolt crank .875 7/16-20 240-2801
Aftermarket 383-440 V8 & Hemi w/ 8 bolt crank .875 1/2-20 245-2801
5.7L, 6.1L & 6.4L Hemi V8 1.000 M10 x 1.0 147-2801
FORD
1.8L & 2.0L Duratec .990 M12 x 1.0 251-2802
2.0L (YB Series) Cosworth 1.150 M10 x 1.0 251-2803
2.0L Zetec .900 M11 x 1.0 251-2801
2000cc Pinto 1.150 M10 x 1.0 151-2801
4.6L & 5.4L Modular V8 1.000 M10 x 1.0 254-2801
289-460 V8 1.000 7/16-20 100-2801 200-2802
351 NASCAR V8, uses 3/4˝ socket .925 7/16-20 350-2802
V8 with Tilton flywheel, uses 1/2˝ socket .950 7/16-20 350-2801
HONDA
1.5L & 1.6L SOHC, D Series (6 pcs.) .990 M12 x 1.0 208-2801
1.6L, 1.7L, 1.8L & 2.0L DOHC, B Series (8 pcs.) .990 M12 x 1.0 208-2802
PONTIAC
Iron Duke 4 cylinder (12 pcs.) .750 7/16-20 291-2801
350-455 V8 with washers (6 pcs.) 1.000 1/2-20 290-2802
PORSCHE
2.0L-3.0L air cooled engines (1970-77) 1.000 M12 x 1.25 204-2802
3.0L-3.8L air cooled engines (1978-97) .770 M10 x 1.25 204-2801
ROVER
K Series (6 pcs.) .826 M10 x 1.0 206-2803
TOP FUEL
8740 with washers (200,000 psi) 1.000 1/2-20 200-2804
L19 with washers (260,000 psi) 1.000 1/2-20 200-2805
TOYOTA
1.6L (4AGE) DOHC (8 pcs.) 1.050 M10 x 1.25 203-2802
2.0L (3SGTE) DOHC (8 pcs.) 1.000 M12 x 1.25 203-2801
2.2L (20R) & 2.4L (22R) (6 pcs.) 1.040 M11 x 1.25 203-2803
VAUXHALL/OPEL
2.0L .985 M10 x 1.25 209-2801
Red part numbers indicate new items
800-826-3045

FLExPLATE
BOLT KITS
TORQUE CONVERTER BOLTS
800-826-3045
Application UHL Thread Size High Perf. Pro Series
CHEVROLET
90° V6 & 265-454 V8 with 2pc. rear seal .680 7/16-20 100-2901 200-2902
90° V6 & 305-502 V8 with 1pc. rear seal .725 7/16-20 200-2906
Gen III/LS Series small block .880 M11 x 1.5 244-2901
CHRYSLER/DODGE
SL6, 3.9L V6 & 273-440 V8 w/ 6 bolt crank .500 7/16-20 200-2903
Aftermarket 383-440 V8 & Hemi w/ 8 bolt crank .500 1/2-20 200-2905
5.7L, 6.1L & 6.4L Hemi V8 .700 M10 x 1.0 147-2902
5.9L 12V & 24V Dodge/Cummins diesel .700 M12 x 1.25 147-2901
FORD
2000cc & 2300cc Pinto .800 M10 x 1.0 251-2901
289-460 V8 .680 7/16-20 100-2901 200-2902
4.6L & 5.4L Modular V8 .800 M10 x 1.0 254-2901
PONTIAC
350-455 V8 .675 1/2-20 200-2904
Application UHL Thread Size Pro Series
CHRYSLER/DODGE
Torqueflite 727 & 904 w/ production converter .450 5/16-24 240-7301
Torqueflite 727 & 904 w/ aftermarket converter .500 7/16-20 240-7302
NAG1 five speed automatic w/ production converter .700 M8 X1.25 147-7301
GENERAL MOTORS
Powerglide, TH350 & TH400 w/ production converter .750 3/8-24 230-7301
Powerglide, TH350 & TH400 w/ most aftermarket converter .725 7/16-20 230-7302
Powerglide, TH350 & TH400 w/ race converter - 1/2” thick tabs 1.250 7/16-20 230-7303
200, 700, 4L60 & 4L80 (3pcs. car) .590 M10 x 1.5 230-7304
200, 700, 4L60 & 4L80 (6pcs. truck) .590 M10 x 1.5 230-7305
Universal IMCA Brenn drive flange kit (6 bolts) 1.250 7/16-20 230-7306
The importance of pressure plate bolts in a racing
or hi-performance street application cannot be
emphasized nearly enough. These fasteners play a key
role in both the performance and safety of a vehicle.
Because of this, ARP has developed special pressure
plate bolts that are application specific to ensure the
optimum grip length. ARP offers High Performance
Series bolts that are made from a premium grade
chrome moly and hardened to a nominal tensile
strength of 180,000 psi. The Pro Series
bolts, originally developed for NASCAR
competition, are stronger and rated at
200,000 psi. Both models feature
a large diameter,
low-profile design.
Complete with
washers.
Red part numbers indicate new items
You can forget about the problem of
shearing a torque converter bolt after you
install these super strong 200,000 psi gems.
They are designed for each specific application
and provide the optimum grip. Kits
come with hardened parallel-ground washers.
AUTO TRANS PAN BOLT KITS
Here’s another area in which ARP provides a
Application 12-Point superior strength fastener that will provide bet-
GENERAL MOTORS
Turbo 350-400 430-0401
ter reliability than the OEM hardware. Made of
rust-proof stainless steel, they’re attractive, too.
Includes washers.
Red part numbers indicate new items
CLUTCH COVER/PRESSURE PLATE BOLT KITS
Application Thread Size High Perf. Pro Series
CHEVROLET
265-502 V8 3/8-16 130-2201 230-2202
V8 with Tilton flywheel and 3 disk AP clutch 5/16-24 330-2202
V8 with Tilton flywheel (1.500 UHL bolts) 5/16-24 330-2203
Gen III/LS Series small block M10 x 1.50 134-2201
CHRYSLER/DODGE
5.7L, 6.1L & 6.4L Hemi V8 M10 X1.50 147-2201
FORD
289-460 V8 (1985 & earlier) 5/16-18 150-2201 250-2201
302-351W V8 (1986-95) M8 x 1.25 150-2202
4.6L & 5.4L Modular V8 M10 x 1.50 156-2201
V8 w/ Tilton flywheel and 3 disk AP clutch (hex) 5/16-24 350-2202
V8 w/ Tilton flywheel and 3 disk AP clutch (12pt) 5/16-24 350-2203
HONDA
SOHC D Series (6 pcs.) M8 x 1.25 108-2201
DOHC B Series (9 pcs.) M8 x 1.25 108-2202
PONTIAC
350-455 V8 3/8-16 190-2201 290-2201
Red part numbers indicate new items
65
the driveline company

the driveline
company
66
BELLHOUSING STUD KITS
Here’s just what you need to secure a bellhousing
in place. The studs are designed with a radiused
head to position the bellhousing and accept nuts
without the fear of cross-threading. Choice of rugged
8740 heat-treated alloy or rust-proof stainless
steel. Complete with nuts and flat washers.
PUMP & LOWER PULLEY BOLTS
To provide the reliability
required in racing and
high performance street
applications, ARP offers
premium grade 170,000
psi fasteners to securely
attach the water pump
and lower pulleys. You
can count on them to perform.
Washers included.
LOWER PULLEY
CHEVROLET
MOTOR MOUNT BOLTS
Secure any engine with complete confidence with ARP’s rugged motor mount bolts.
You can choose between black oxide finished 8740 chrome moly or corrosion-resistant
stainless steel; choice of hex or 12-point head. Kits come complete with flat washers.
CHEVROLET
Application
Application Thread UHL Socket Size High Perf. Stainless
SB & BB, 12 pt, 3-pc. 3/8-24 .750 3/8 430-6801
SB & BB, 12 pt, 3-pc. 3/8-24 2.125 1/2 334-6801
FORD
12 pt, 3-pc. 3/8-16 1.000 3/8 350-6801 450-6803
12 pt, 4-pc. 3/8-16 1.000 3/8 350-6802 450-6803
WATER PUMP PULLEY, 12 PT
12 pt, 4-pc. 5/16-24 .750 3/8 430-6802
STAINLESS STEEL REAR END COVER
GM
Application UHL Thread Part No.
10-bolt .750 5/16-18 437-3001
12-bolt .750 5/16-18 437-3002
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
V6 & V8 mount to block 130-3102 130-3101 430-3102 430-3101
V6 & V8 mount to frame 130-3105 430-3105
Gen III/LS Series small block
mount bracket to block
FORD
134-3102 134-3101 434-3102 434-3101
289-302-351W
PONTIAC
150-3102 150-3101 450-3102 450-3101
All V8 190-3102 190-3101 490-3102 490-3101
Application Dia. Length Pro Series Stainless
Chevy, Chrysler KB Hemi 3/8 2.000 245-0901 445-0901
Top fuel motor plate (std.) 7/16 2.150 245-0202
Top fuel motor plate (w/ 1/4” spacer) 7/16 2.400 245-0201
Here’s an easy way to enhance the appearance of any GM 10 or
12-bolt rear end setup. ARP’s stainless steel rear end cover bolts offer
a lustrous contrast to a painted OEM cover or perfectly compliment
a chrome plated aftermarket version. These
sturdy 170,000 psi bolts are much stronger
than stock (or even Grade 8) hardware,
have precision machined threads
for secure engagement, and
won’t rust. Washers included.
800-826-3045

RING GEAR BOLT KITS
The tremendous shock loads generated at launch by most any drag racing vehicle equipped
with today’s sticky tire compounds or the acceleration and deceleration of oval track cars
put considerable strain on the ring gear. For this reason, the fastener experts at ARP have
developed the Pro Series ring gear bolts. They’re forged from premium grade 8740 chrome
moly steel and are heat-treated to a nominal rating of 200,000 psi tensile strength. Specially
hardened, precision-ground washers are included where required. Available to fit most any ring
gear setup ranging from popular 9˝ Ford GM 10 & 12-bolt rear ends to the beefy Strange differentials
found in Top Fuel and Funny Car applications.
800-826-3045
TECH NOTE
It is critically important to properly tighten
ring gear bolts and make sure they don’t
loosen. This is especially important in drag
cars with tire shake. It’s also a good idea to
check bolt tightness on a routine basis. If you
use a locking compound (like Loc-Tite), it is
best to install the ring gear first without any
compound, then remove the bolts one at a
time, reinstalling them with the compound. Be
sure and torque each bolt before going on to
the next one, because the Loc-Tite sets up fast.
Install and torque the bolts in an alternating or
crossing pattern to distribute the load evenly
around the ring gear.
CARRIER
FASTENERS
When assembling a rear end, optimum reliability can
be obtained by employing these rugged chrome moly bolts
and studs.
CHRYSLER
The perfect upgrade for many original brake hat bolts, this ARP kit features bolts
produced from only the finest quality 8740 chrome moly. Features an exclusive 12-point
cap screw design and appropriate grip length per the application. All ARP brake hat
bolts are drilled to permit safety wiring. Rated 200,000 psi tensile strength.
Application UHL Thread Part No.
7 1/4˝ and 8 3/4˝ (1972 & earlier) .390 grip .835 3/8-24 LH 240-3001
Clutch-type LSD- case half bolts with washers 2.800 3/8-24 LH 250-3006
FORD
8˝ ring gear bolt kit with washers .940 7/16-20 250-3009
9˝ uses 5/8˝ socket .940 7/16-20 250-3002
8.8˝ and 9˝ uses 3/4˝ socket .750 7/16-20 250-3003
Ring gear bolt kit with washers, 1/2˝ shank 1.060 7/16-20 350-3004
GENERAL MOTORS
10 and 12-bolt .800 3/8-24 230-3001
Camaro/Pickup Truck .850 7/16-20 LH 230-3002
STRANGE
Top Fuel differential with washers 1.200 7/16-20 250-3001
VOLKSWAGEN
VW 020 ring gear bolt kit with 12pt nuts 1.200 M9 x 1.00 204-3001
VW 02A ring gear bolt kit with 12pt nuts 1.180 M10 x 1.25 204-3002
VW 02M ring gear bolt kit with 12pt nuts 1.100 M9 x 1.00 204-3003
FORD
BRAKE HAT BOLT KITS
Application UHL Part No.
5/16-24 with washers .880 300-0801
5/16-18 with washers .850 300-0802
1/4-28 (48 pcs.) .750 300-0803
Application UHL Thread Part No.
8˝ carrier bearing stud kit 2.600 7/16-14,7/16-20 250-3008
8˝ and 9˝ pinion support bolt kit 1.000 3/8-16 250-3007
9˝ carrier bearing stud kit 3.250 1/2-13, 1/2-20 250-3004
9˝ carrier bearing stud kit, H case (hex) 3.400 1/2-13, 1/2-20 250-3012
9˝ carrier bearing stud kit, H case (12pt) 3.400 1/2-13, 1/2-20 250-3013
9˝ housing stud kit (10 pcs.) 1.645 3/8-24 250-3005
9˝ pinion support stud kit (12 pt, ss) 2.000 3/8-16, 3/8-24 250-3010
9˝ pinion support stud kit (hex, ss) 2.000 3/8-16, 3/8-24 250-3011
9˝ pinion support stud kit (12 pt, blk) 2.000 3/8-16, 3/8-24 250-3020
9˝ pinion support stud kit (hex, blk) 2.000 3/8-16, 3/8-24 250-3021
67
the driveline company

the driveline
company
68
WHEEL STUDS
ARP’s heat-treated 8740 chrome moly wheel studs are a
much-needed replacement for any car engaged in oval track
or drag racing competition. They have a tensile strength of
200,000 psi and are able to easily handle the tremendous
acceleration shock loads (shear) and lateral forces (elongation)
found in racing. The studs are sold in 4 or 5 packs and
are cadmium plated for extra durability. Nuts not included.
Now available for all popular applications, including General
Motors, Ford, Honda and Chrysler replacements, as well as
for oval track racing and aftermarket street and strip axles.
Application
*For use with most “Wide Five” drive hubs
A
Knurl Dia.
L1
UHL
L2
Knurl Length
L3
Nose Length
Thread
Size
Part No.
CHRYSLER
Chrysler, rear .680 3.125 .400 .400 1/2-20 100-7705
DODGE
Neon, front .585 2.450 .256 .360 M12 x 1.5 100-7721
FORD
Ford, rear disc brakes/Chrysler front .625 3.500 .400 .437 1/2-20 100-7703
Ford, front disc brakes, early .618 3.050 1.000 .250 1/2-20 100-7707
Mustang II front .554 3.435 .390 .435 1/2-20 100-7714
Mustang (2005 & later) front .550 3.315 .300 .300 1/2-20 100-7722
Mustang (2005 & later) rear .615 3.115 .300 .300 1/2-20 100-7723
GM
Late GM drum brake .486 3.165 .420 .308 7/16-20 100-7701
Late GM disc brake and early drum brake .580 3.200 .300 .305 7/16-20 100-7702
Late GM Camaro, Firebird, Corvette .509 2.500 .315 none M12 x 1.5 100-7708
Late GM Camaro, Firebird, Corvette .509 3.250 .315 none M12 x 1.5 100-7713
HONDA
Stock replacement (1996 & earlier) 4 pack .485 1.850 .275 .350 M12 x 1.5 100-7709
Stock replacement (1997 & later) 5 pack .485 1.850 .275 .350 M12 x 1.5 100-7710
Extended length (1996 & earlier) 4 pack .485 2.850 .275 .350 M12 x 1.5 100-7711
Extended length (1997 & later) 5 pack .485 2.850 .275 .350 M12 x 1.5 100-7712
LEXUS
IS 300 .558 2.600 .230 none M12 x 1.5 100-7715
MAZDA
Miata, front and rear (1990-93) & front (1994-05) 4 pack .507 2.750 .335 .350 M12 x 1.5 100-7719
Miata, rear (1994-05) 4 pack .579 2.750 .300 .350 M12 x 1.5 100-7720
MITSUBISHI
Lancer EVO VIII .565 3.000 .270 .350 M12 x 1.5 100-7717
SUBARU
WRX .565 3.000 .270 .350 M12 x 1.25 100-7716
TOYOTA
Celica GTS (1986-89) front .565 2.340 .325 .363 M12 x 1.5 100-7718
OTHERS
Aftermarket axles, 12 pt style head none 3.470 none .500 1/2-20 100-7704
Speedway Eng, Pro 4 disc .568 2.970 .710 .465 1/2-20 100-7706
DRIVE PLATE
BOLT KITS
Developed for racers who leave
nothing to chance, ARP’s special
drive plate bolts have many
important features, including use
of a premium grade chrome moly alloy,
heat-treating to 200,00 psi, J-form thread rolling
after heat-treat and a special profile. The
bolts come with special precision-ground washers.
Application UHL Part No.
7/16-14, 12 pt, drilled (8 pcs.)* 1.500 200-3401
7/16-14, 12 pt, drilled (5 pcs.)* 1.500 200-3402
SPRINT CAR
DRIVE PINS
ARP sprint car drive pins feature a broached
hex for ease of installation and proper pre-load while
the rounded end facilitates quick, positive wheel location.
All critical shear points feature a large radius for improved reliability
and maximum load carrying capacity. Drive pins are rated
200,000 psi tensile strength.
Application UHL Part No.
Front, 2.450˝ OAL 1/2-20 200-2601
Rear, 3.275˝ OAL 1/2-20 200-2602
800-826-3045

NOTE: The products listed in this section have been designed to comply
with NASCAR ® rules. No specific endorsement by NASCAR ® is implied.
SPEED STUDS ™
Because races can be won or lost in the pits, the engineers at ARP
set about to create the ultimate oval track competition wheel stud
that facilitates accurate wheel positioning and quicker release/tightening
of lug nuts. ARP’s new “Speed Studs” (and companion “Speed
Nuts”) are so good that a large number of NASCAR teams in Sprint
Cup, Nationwide and Camping World Truck Series use them exclusively.
They’re made from heat-treated 200,000 psi chrome moly
steel and feature precision J-form threads (formed after heat-treat for
improved fatigue strength), exclusive nut-starter and bullet shape radius
that all but eliminates cross-threading, shot-peening, special baked-on
dry film lubricant (reduces possibility of galling and assures consistent
clamp loads), and double magnaflux inspection. A new head
design is employed that fits the registers of all popular hubs without
grinding, and studs are available in 31 underhead lengths to provide you
with the optimum thread engagement for your particular setup. The
finest studs available!
SPEED NUTS ™
190,000 PSI tensile strength
Designed for professional racing environments where splitsecond
improvements in pit stop times can make the winning
difference, and “unbustable” reliability is an absolute must. ARP’s
Speed Nuts feature a profiled nut face for easy installation, quicker
socket releases and resistance to jamming. They’re made from
premium heat-treated chrome moly that’s nominally rated at
200,000 psi tensile strength, shot-peened to remove stress risers
and double magnafluxed after heat-treating and thread-forming
to assure 100% metallurgical integrity. Coated with Alumotef
III gold coating. Speed Nuts are ready for “instant” use (thread
chasing not required).
800-826-3045
Nut face profile radiused
Baked-on dry
film lubricant
Available in
10-piece packs
Application UHL Part No.
NASCAR, 10-piece, fine 5/8-18 300-7801
IMCA Wide 5, 10-piece, coarse 5/8-11 300-7802
Bullet-shaped
nut-starter nose
Precision J-form threads
Available in
5-piece packs
Head fits all
popular hubs
Note: All Speed Stud™
applications
fit Stock Car
Products and
Speedway
Engineering Hubs
without grinding
or modifications.
190,000 PSI chrome moly
Threads rolled
after heat treat
Baked-on dry film
lubricant
Custom sizes available
L1 - Thread Length L2 - UHL L3 - Knurl Length Part No.
FINE THREAD (THREAD SPECS - 5/8-18, KNURL DIAMETER - .660)
1.600 2.450 .500 300-7710
1.700 2.550 .600 300-7711
1.750 2.600 .650 300-7725
1.800 2.650 .700 300-7712
1.850 2.700 .750 300-7726
1.900 2.750 .675 300-7705
1.950 2.800 .850 300-7727
2.000 2.850 .900 300-7713
2.050 2.900 .825 300-7706
2.100 2.950 1.000 300-7714
2.150 3.000 1.050 300-7728
2.200 3.050 1.100 300-7715
2.250 3.100 1.150 300-7734
2.300 3.150 1.200 300-7716
2.350 3.200 1.250 300-7729
2.400 3.250 1.200 300-7707
2.450 3.300 1.350 300-7730
2.500 3.350 1.400 300-7717
2.550 3.400 1.350 300-7708
2.600 3.450 1.500 300-7718
2.650 3.500 1.550 300-7731
2.700 3.550 1.600 300-7719
2.750 3.600 1.550 300-7709
2.800 3.650 1.700 300-7720
2.850 3.700 1.750 300-7732
2.900 3.750 1.800 300-7721
2.950 3.800 1.850 300-7733
3.000 3.850 1.900 300-7722
3.100 3.950 2.000 300-7723
3.200 4.050 2.100 300-7724
COARSE THREAD (THREAD SPECS - 5/8-11, KNURL DIAMETER - .685)
1.900 2.650 .500 300-7806*
1.850 2.650 .950 300-7803*
3.220 4.031 .750 300-7804*
* These kits have black oxide finish.
Red part numbers indicate new items
69
the nascar company specialties

nascar the specialties
company
70
The Cheerios Chevy, driven by Clint Bowyer for RCR Kevin Harvick drives the Shell Pennzoil Chevy for Richard Childress
Racing and Earnhardt Childress Racing Engines
INTAKE MANIFOLD BOLT KITS
Drilled for
safety wire
DRILLED HEADER BOLTS
ARP offers special NASCAR header bolts that have been drilled for use of safety wire. They are made
from heat-treated 8740 chrome moly steel (with a black oxide finish - rated at 180,000 psi) or Stainless
300 that is polished to a bright shine (nominally rated at 170,000 psi tensile strength – considerably
stronger than Grade 8 hardware), and engineered to provide complete reliability in the most severe racing
environments. They are available in hex or 12-point heads. Through use of safety wire, exhaust headers
will maintain original tightness and can’t back off!
CHEVROLET
Not only will these premium quality ARP
fasteners help prevent intake manifold leaks,
but one is drilled to allow for a safety wire.
What’s more, they’re rated at 170,000 psi and
feature precision rolled threads for optimum
engagement, to prevent galling and promote
more consistent torque loading. Wide underhead
flange design and companion flat washers
provide even load distribution and facilitates
optimum sealing of gasket surfaces. Made
of corrosion resistant stainless steel. Washers
included and bolt drilled for NASCAR inspector’s
wire lock.
Application Qty Dia. UHL Wrenching
BRAKE HAT BOLT KITS
The perfect upgrade for many original brake hat
bolts, this ARP kit features bolts produced from only
the finest quality 8740 chrome moly. Features an
exclusive 12-point cap screw design and
appropriate grip length per the application.
All brake hat bolts are drilled for safety
wire lock. Rated 200,000 psi tensile
strength.
CHEVROLET
Application Part No.
SB 2, drilled 334-2104
SB 2, tall deck 334-2105
Small block, 1.000˝, drilled 334-2102
Small block, 1.250˝, drilled 334-2103
V6 Chevy 90°, 1.000˝, drilled 333-2101
FORD
SVO 351 cid, Jack Roush design, drilled 354-2102
Drilled for
safety wire
Black Oxide Stainless 300
Hex 12-Point Hex 12-Point
Chevy small block, drilled 12 3/8 .750 3/8 100-1103 100-1203 400-1103 400-1203
Chevy big block, drilled 16 3/8 .875 3/8 400-1104 400-1204
UNIVERSAL
Universal, drilled 16 3/8 .750 3/8 400-1105 400-1205
Universal, drilled 12 3/8 .875 3/8 400-1106 400-1206
Application UHL Part No.
5/16-24, 32 pieces .880 300-0801
5/16-18, 32 pieces .850 300-0802
1/4-28, 48 pieces .750 300-0803
The stylized number 33 is a trademark and the RCR checkered flag logo is a registered trademark of RCR Enterprises, LLC. CLINT BOWYER and Clint Bowyer’s autograph are trademarks of Clint Bowyer Racing, Inc. Cheerios and Hamburger Helper are
trademarks of General Mills, used under license. (c) 2011 General Mills. All trademarks, personal likenesses and the likeness of the no. 33 race car are used under license from their owners. The stylized no. 29 and the RCR checkered flag logo are registered
trademarks of RCR Enterprises, LLC. The name, likeness, signature of Kevin Harvick and the Kevin Harvick, Incorporated, logo are registered trademarks of Kevin Harvick, Incorporated, and are used under license from Kevin Harvick, Incorporated.
Shell and Pennzoil trademarks are used under license from their respective owners. All trademarks and the likeness of the no. 29 race car are used under license from their owners.
800-826-3045

ALTERNATOR STUDS
800-826-3045
DRILLED CARB STUDS
The best way to make sure that carburetors stay perfectly sealed to
the intake manifold is through the use of ARP’s carb studs, which feature
J-form threads to resist loosening from vibration. They’re offered
in a variety of heights to accommodate most any combination of carb and
spacer, and are available in 8740 chrome moly with a black oxide finish
or rust-proof stainless steel. Special NASCAR type studs have one of
the studs drilled to facilitate sealing the carb by race officials. All carb
stud kits come with hex nuts and washers.
Strange as it may seem, there have been many races lost in oval track, off-road
and endurance competition due to the OEM alternator stud failing and the subsequent
loss of electrical power. To prevent this from ever happening, conscientious engine builders rely on ARP’s “bulletproof” alternator
studs. They’re made from a premium grade 8740 chrome moly steel alloy and heat treated to a nominal 200,000 psi tensile strength.
They are very rigid and won’t bend under the stress of competition, eliminating problems with alternator pulley alignment. Here’s
more reliable “insurance” from the innovators at ARP. Available in 5.000˝ and 5.250˝ lengths. Includes a 12-point nut and flat washer.
Description OAL Coarse Thread Length Fine Thread Length Part No.
7/16 stud 5.000 1.000 1.000 300-0501
7/16 stud 5.250 1.000 1.000 300-0502
FRONT MANDREL BOLTS
Get maximum reliability through the use
of ARP’s rugged 8740 chrome moly steel front
mandrel bolts. They’re undercut to provide the
required stretch, shot-peened for extra durability
and designed for full thread engagement.
Nominally rated at 200,000 psi tensile strength
for durability you can count on! Available for GM
and Ford applications.
Application OAL Pieces Part No.
Standard, drilled for NASCAR wire seal 1.700 4 300-2401
1/2˝ spacer, drilled for NASCAR wire seal 2.225 4 300-2402
1˝ spacer, drilled for NASCAR wire seal 2.700 4 300-2403
2˝ spacer, drilled for NASCAR wire seal 3.700 4 300-2404
2˝ spacer, drilled for NASCAR wire seal 1.700/2.225 8 300-2406
1˝ Moroso spacer, drilled for NASCAR wire seal 2.700 4 300-2407
1-1/4˝ Moroso spacer, drilled for NASCAR wire seal 3.200 4 300-2408
2˝ Moroso spacer, drilled for NASCAR wire seal 1.250/1.700 8 300-2409
Application Dia. Length
GENERAL MOTORS
FORD
Thread
Length
Socket
Size
Head
Style
Part No.
7/16 6.000 1.100 1/2 12-point 330-0701
1/2 6.000 1.100 9/16 12-point 330-0702
7/16 6.250 1.150 9/16 12-point 330-0703
1/2 4.000 .750 15/16 Hex 330-0704
1/2 4.000 .625 15/16 Hex 330-0705
1/2 3.750 .625 15/16 Hex 330-0706
1/2 3.250 .750 15/16 Hex 330-0707
7/16 5.000 1.000 1/2 12-point 330-0708
7/16 5.500 1.000 1/2 12-point 330-0709
5/8 8.000 1.100 15/16 Hex 350-0701
5/8 8.375 1.000 15/16 Hex 350-0702
5/8 7.000 1.000 15/16 Hex 350-0703
71
the nascar company specialties

sport the compact
company
72
Brian Crower’s S2000 Time Attack Unlimited champion driven by
Tyler McQuarrie
CONNECTING ROD BOLTS
ARP manufactures replacement rod bolts for many popular
import and domestic Sport Compact engines that are made
of premium grade 8740 chrome moly steel and heat treated to
a nominal tensile strength of 200,000 psi. Threads are rolled
after heat treat to ensure optimum fatigue strength. They are
far superior to OEM fasteners in terms of durability and service
life – fully capable of handling the extra stress of high combustion
pressure engines. For extreme applications, rod bolts made
of special ARP2000 material (rated at a 220,000 psi nominal
tensile strength) are available, including those with the patented
Wave-Loc design. Special high strength bolts also available for
aftermarket connecting rods. Call for details.
ALFA ROMEO
THE WORLD’S FASTEST SPORT COMPACT
COMPETITORS RELY ON ARP FASTENERS!
Application
Head
Style
Hi-Perf
8740
(complete)
2.0L GTV A 126-6101
BMC/TRIUMPH/ROVER
Hi-Perf
8740
(2-PC)
Guy Chamberlain set the European record driving the
CPL Racing Honda using ARP.
tech tip: Measuring Rod Bolt Stretch
The most accurate method of obtaining the correct torque
load on a connecting rod bolt is through measuring the amount of
bolt stretch. This is preferred to using a torque wrench. See chart
on pages 25-26 for the appropriate amount to stretch a rod bolt
over its relaxed state. ARP’s rod bolt stretch gauge (see page 96) can
also be used to determine the condition of a rod bolt. If it has
permanently stretched .001˝ or more, the bolt has been compromised
beyond its yield. Replace it immediately! Use the rod bolt
stretch chart shown below (or a version thereof) to keep track of
the bolt’s length at installation and prior to removal.
Sport Compact Rod Bolt Stretch Monitoring Chart
Rod #1 Rod #2 Rod #3 Rod #4
Tang Side Bolt Tang Side Bolt Tang Side Bolt Tang Side Bolt
New New New New
Installed Installed Installed Installed
Tear Down Tear Down Tear Down Tear Down
Rod #1 Rod #2 Rod #3 Rod #4
Smooth Side Bolt Smooth Side Bolt Smooth Side Bolt Smooth Side Bolt
New New New New
Installed Installed Installed Installed
Tear Down Tear Down Tear Down Tear Down
A Series 3/8˝ J 206-6001 206-6021
A & B Series 11/32˝ C 206-6002
HP Wave
8740
(complete)
HP Wave
8740
(2-PC)
Pro Wave
ARP2000
(complete)
Pro Wave
ARP2000
(2-PC)
Pro Series
ARP2000
(complete)
Pro Series
ARP2000
(2-PC)
800-826-3045

Application
BMC/TRIUMPH/ROVER (CONTINUED)
800-826-3045
Head
Style
Hi-Perf
8740
(complete)
B-Series (1964-68) 18GB & 18GF 3/8˝ E 206-6003
K-Series E 206-6007
Hi-Perf
8740
(2-PC)
HP Wave
8740
(complete)
HP Wave
8740
(2-PC)
Pro Wave
ARP2000
(complete)
Pro Wave
ARP2000
(2-PC)
Pro Series
ARP2000
(complete)
1.3L & 1.5L Spitfire E 206-6004
2.0L GT6 & 2.5L TR6 E 206-6005
2.0L SOHC TR7 K 206-6006
BMW
Pro Series
ARP2000
(2-PC)
1.6L (R53) Mini Cooper M8 x 43MM UHL E 206-6008
2.3L (S14) M11 x 41 MM UHL E 201-6104
2.5L (M50/M50TU) inline 6 M9 x 53MM UHL E 201-6301
2.8L (M52EURO) 3.0L (S50US) & 3.2L (S52US)
inline 6 M9 x 1.25 x 44 UHL
E 201-6201
2.8L (M52/M52TU) & 3.0L (M54) inline 6
M9 x 47MM UHL
E 201-6303
3.0L (S50 EURO) inline 6 M10 x 45MM UHL E 201-6102
3.2L (S54) inline 6 M11 x 47MM UHL E 201-6103
4.4L (M62/M62TU) V8 M9 x 53MM UHL
FORD, 4 AND 6-CYLINDER
E 201-6302
1.6L CVH M8 E 151-6004
1.6L Zetec M8 E 151-6003 151-6023
1.8L Duratec E 251-6202
2.0L (YB) DOHC Cosworth Sierra/Escort E 251-6301
2.0L RS 2000 M8 E 251-6201 251-6222
2.0L Zetec M9 E 151-6005
2000cc Pinto D 151-6001 151-6021
2300cc Pinto F 151-6002 151-6022 251-6402 251-6422
2.8L & 2.9L V6
HONDA/ACURA
B 153-6001
1.2L, 1.6L & 1.8L M8 A 208-6001
1.6L & 1.8L M9 A 208-6401
2.0L (F20C) & 2.2L (F22C) S2000 E 208-6002
2.0L (K20A) E 208-6003
3.0L (C30A) V6 Acura NSX M9 208-6004
3.2L (C32B) V6 Acura NSX M8
LANCIA
208-6005
2.0L SOHC 8V & DOHC 16V Turbo
MAZDA
E 275-6001
1.6L (B6) & 1.8L (BP) DOHC Miata M9
MITSUBISHI
K 118-6401
2.0L (4B11) DOHC (2008 & later) E 207-6002
2.0L (4G63) DOHC (1993 & earlier) M9 C 107-6001 107-6021
2.0L (4G63) DOHC (1994-07) M8 A 107-6002 107-6022
2.6L (G54B) C 107-6003 107-6023
3.0L (6G72) & 3.5L (6G74) V6
NISSAN/DATSUN
C 107-6004 107-6024
A Series (A12-A12A-A13-A14-A15) A 102-6002
L16 Series M8 C 102-6001
L20 Series 4-cylinder & 2.2L (Z22) M9 C 202-6001
L24 Series (early) inline 6 M8 C 202-6002
L24 (late), L26 & L28 Series inline 6 M9 C 202-6003
2.0L (SR20DE/DET) 11/32˝ C 202-6005
2.4L (KA24DE) 11/32˝ C 102-6003
2.6L (RB26DET/DETT) Inline 6 11/32˝ A 202-6007
3.0L (VG30E/ET) SOHC V6 M9 C 202-6003
3.0L (VG30D/DET/DETT) DOHC V6 11/32˝ C 202-6004
3.5L (VQ35) DOHC V6 M8
OPEL/VAUXHALL
E 202-6006
1.4L &1.6L 8V M8 E 109-6002
1.4L 16V M9 E 109-6003
Red part numbers indicate new items
73
the sport company compact
A
B
C
D
E
F
H
J
K
L
M

sport the compact
company
A
B
C
D
E
F
H
J
K
L
M
74
Application
OPEL/VAUXHALL (CONTINUED)
Head
Style
Hi-Perf
8740
(complete)
Hi-Perf
8740
(2-PC)
HP Wave
8740
(complete)
HP Wave
8740
(2-PC)
Pro Wave
ARP2000
(complete)
Pro Wave
ARP2000
(2-PC)
Pro Series
ARP2000
(complete)
2.0L 16V M9 E 109-6001 209-6003
PEUGEOT
205 & 306 M 117-6101
PORSCHE
RSR Ti rod H 204-6004
1.7L & 2.0L Type IV K 104-6006
2.0L 911S (1969) H 204-6003
911, 930 Turbo & 993 M9 H 204-6005
911 M10 H 204-6001
944 K 204-6002
986/987/996 & 997 (cap screw type) M9 E 204-6301
RENAULT
Clio (F4R) 16V M9 E 216-6301
R5 Turbo (Mid-Engine) E 216-6302
R12 Gordini/Alpine (807g) E 116-6001
SUBARU
CONNECTING ROD BOLTS (cont.)
Pro Series
ARP2000
(2-PC)
1.8L (EJ18) & 2.2L (EJ22) SOHC, 2.5L (EJ25)
DOHC Non Turbo & 2.0L (EJ20) DOHC Turbo
I 260-6301
2.5L (EJ25) DOHC Turbo
TOYOTA
E 260-6302
1.6L (4AGE) DOHC & 1.6L (4ALC) SOHC M9 A 203-6001
1.6L (2TC/2TG) & 1.8L (3TC) A 203-6003
1.8L (2ZZGE) E 203-6301
2.0L (3SGTE) & 2.4L (22R) A 203-6002
3.0L (7MGTE) inline 6 (1986-92) Supra A 203-6004
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra
VOLKSWAGEN/AUDI
E 203-6005
Audi 5-cylinder L 104-6007
Formula Vee (cap screw type) M9 E 104-6005 104-6025
Super Vee (cap screw type) Audi style rod E 104-6003 104-6023
1600cc air cooled K 104-6001
1600cc water cooled Rabbit & Corrado G60 K 104-6002
1.8L & 2.0L water cooled L 104-6004 104-6024
2.7L (APB/BEL) Turbo & 2.8L (AFC/ACK/AHA/ATQ)
Non Turbo V6
E 204-6201
2.8L & 2.9L VR6 E 204-6006
Red part numbers indicate new items
Fensport’s record-holding Celica JRM’s Group N Mitsubishi Evo X rally car
800-826-3045

BMC/TRIUMPH
Application
800-826-3045
12-Point
Nuts
A Series, 9 studs 206-4201
A Series, 11 studs 206-4204
A Series, 11 studs, shaved head 206-4206
B Series 206-4202
1.3L & 1.5L Spitfire 206-4203
2.0L GT6 & 2.5L TR6 206-4205
12-Point
Nuts
U/C Studs
2.0L SOHC TR7 206-4208
2.1L TR4 206-4207
BMW
2002 Coupe, 318i, 320i 4 cylinder 201-4601
530, 535, 635, 735 201-4602
2.5L (M50), 3.0L (S50US), 3.2L (S52US)
Inline 6 ARP2000
201-4302
E46 M3/S54 inline 6 ARP2000 201-4303
1.6L (R53) Mini Cooper
FORD, 4 AND 6-CYLINDER
201-4301
1600cc Escort M10 151-4203
2.0L DOHC Cosworth Sierra/Escort M12 251-4701
2.0L Zetec 251-4702
2000cc Pinto 151-4201
2300cc Pinto 151-4202 151-4702
2.3L Duratec (2003 & later) 151-4204
2.5L Duratec V6
GENERAL MOTORS
253-4701
2.2L Ecotec
HONDA/ACURA
231-4701
Acura B18A1, M11 208-4302
Acura VTEC B18CI, M11, GSR 208-4303
Application
HEAD STUDS
Obtaining the optimum cylinder head-to-block sealing is especially critical in small displacement
engines employing high compression pistons or power adders like turbochargers, nitrous oxide and superchargers.
That’s why ARP head studs are popular among leading Sport Compact/Import racers.
You should know that ARP uses a premium grade 8740 alloy that is rated far superior to “aircraft” quality. Each stud is precisely
heat-treated to 200,000 psi. Following heat-treat, each stud is centerless ground to make it as close to perfectly concentric as possible.
This procedure involves about ten very slight cuts and results in an exceptionally straight part. It’s important to note that lesser quality
studs are not even centerless ground – the material is thread rolled in bar stock form (mostly before heat-treat, when the material
is easier to machine). Because ARP studs are manufactured to such exacting tolerances, you will note that gaskets and cylinder heads
literally glide into position and are perfectly aligned – something that won’t happen with inferior quality head studs.
ARP studs are thread rolled after heat-treat, which gives them about 1000% (that’s ten times) better fatigue strength than those
studs that are threaded prior to heat-treat.
You will also note that ARP offers specially undercut studs for several engines. This procedure allows a more consistent clamping
force. This compensates for head gasket compression when the head is installed, helps prevent blown head gaskets and assures optimum
sealing! Premium parallel ground washers are also included with each kit.
HONDA/ACURA (CONTINUED)
12-Point
Nuts
12-Point
Nuts
U/C Studs
B16A 208-4601
B20B, w/B16A head 208-4306
Civic D16Y 208-4305
F20 S2000 208-4702
Honda D16Z - Only, M10 208-4301
Honda H22A4, VTEC 208-4304
H23A 208-4307
K20A (A2 & A3) 208-4701
MAZDA
1.6L (BP) & 1.8L (BP) DOHC Miata 218-4701
2.0L FS-DE (1998-02) 218-4703
2.3L DOHC (2003) 218-4702
2.5L (KL) Series V6 ARP2000 218-4704
MITSUBISHI
2.0L (4B11) DOHC (2008 & later) ARP2000 207-4206
2.0L (4B11) DOHC (2008 & later) Custom Age 207-4207
2.0L (4G63) DOHC (1993 & earlier) M12 207-4201 207-4701
2.0L (4G63) DOHC (1994 & later) M11 207-4203 207-4702
2.6L (G54B) 207-4202
3.0L (6G72) DOHC V6 ARP 2000 207-4205
NISSAN/DATSUN
A-12 engines 202-4202
A-14 engines 202-4203
L20 Series 4-cylinder 202-4201
L24, L26 & L28 Series inline 6 202-4206
1.6L (CA16DE/DET) & 1.8L (CA18DE/DET) 202-4702
2.0L (SR20DE) DOHC (1991-01) M11 102-4701
2.0L (SR20DET/RN14) DOHC Turbo (1991-94) M12 202-4303
Red part numbers indicate new items
75
the sport company compact

sport the compact
company
76
Application
NISSAN/DATSUN (CONTINUED)
HEAD BOLTS
HIGH PERFORMANCE SERIES
High Performance head bolts are made of 8740 chrome moly
and available with a reduced wrenching hex or 12-point with a
wide area flanged head. They are nominally rated at 180,000 psi
and kits come complete with hardened parallel-ground washers.
Please Refer to Main &
Head Bolt Instructions
on page 47.
HEAD STUDS (cont.)
12-Point
Nuts
12-Point
Nuts
U/C Studs
2.0L (RB20DE/DET) & 2.5L (RB25DE/DET) inline 6 202-4301
2.4L (KA24DE) 202-4304
2.6L (RB26DETT) GT-R inline 6 ARP2000 202-4207
3.0L (VQ30) & 3.5L (VQ35) DOHC V6
RENAULT
202-4701
2.0L (F4R)
SATURN
216-4301
1.9L DOHC (1991-99) 165-4202
1.9L SOHC (1999-02)
SUBARU
165-4201
EJ Series DOHC ARP2000 260-4701
EJ Series DOHC Custom Age 260-4704
EJ Series SOHC ARP2000
TOYOTA
260-4702
1.6L (4AGE) DOHC 203-4203
1.6L (2TC) & 1.8L (3TC) 203-4206
1.8L (1ZZFE) DOHC ARP2000 203-4703
2.0L (3SGTE) DOHC 203-4204
2.4L (22R) 203-4201
3.0L (7MGTE) inline 6 (1981-92) Supra 203-4202 203-4701
TOYOTA (CONTINUED)
Application
12-Point
Nuts
12-Point
Nuts
U/C Studs
3.0L ( 2JZGE/GTE) inline 6 (1993-98) Supra 203-4205 203-4702
VAUXHALL/OPEL
2.0L 16V 209-4301 209-4701
2.5L V6 Opel 209-4302 209-4702
VOLKSWAGEN/AUDI
Audi 5 cylinder, 10 valve 204-4205 204-4703
Audi 5 cylinder, 20 valve 204-4207 204-4704
Super Vee 204-4202
1.6L & 1.9L Turbo & Non-Turbo diesel (1982-02) 204-4706
1.8L DOHC 20V Turbo M10/ARP2000
(without installation tool)
204-4103
1.8L DOHC 20V Turbo M10/ARP2000
(with installation tool)
204-4104
1.8L DOHC 20V Turbo (early AEB) M11/ARP2000
(without installation tool)
204-4101
1.8L DOHC 20V Turbo (early AEB) M11/ARP2000
(with installation tool)
204-4102
1.8L & 2.0L 8V Golf/Jetta 204-4203 204-4701
1.8L & 2.0L 16V Golf/Jetta 204-4204 204-4702
2.8L & 2.9L VR6 204-4705
Red part numbers indicate new items
Hubie Fuh’s amazing Mini features ARP Sumo Power’s R33 GTR Skyline
PROFESSIONAL SERIES
All Pro Series bolts are designed for competition applications
and are rated nominally at 200,000 psi. Available with undercut
short bolts that can help eliminate head gasket failures through
providing more “stretch” to balance the longer bolts and compensate
for the additional compression of gaskets.
Application
High Performance
Hex 12-Point
Pro Series
Hex 12-Point
BMW
1.6L (R53) Mini Cooper
TOYOTA
206-3601
1.3L (4EFE/FTE) & 1.5L (5EFE/FHE) DOHC ARP2000 203-3801
2.8L (5MGE) & 3.0L (7MGTE) inline 6 (1981-92) Supra
VOLKSWAGEN/AUDI
203-3902
1.8L DOHC 20V Turbo M10/ARP2000 (w/o installation tool) 204-3901
1.8L DOHC 20V Turbo M10/ARP2000 (w/ installation tool) 204-3902
Red part numbers indicate new items
800-826-3045

MAIN STUDS
ARP main studs are manufactured from 8740 chrome moly
steel, heat-treated in-house to 200,000 psi tensile strength, and
precision J-form threads rolled after heat-treat to create a fastener
that has threads 1000% stronger than others. All kits come
complete with hardened parallel-ground washers and aerospace
quality nuts. Reduce crankshaft flex and main cap fretting with
these premium quality main studs. Don’t settle for anything less
than the best!
BMC/TRIUMPH
Application
800-826-3045
2-Bolt
Main
A Series 206-5401
B Series (3 cap main) 206-5402
B Series (5 cap main) 206-5403
2.0L SOHC TR7 206-5404
Austin Healey 6 cylinder 206-5405
CHRYSLER/DODGE
2.0L SOHC/DOHC Neon w/ block #4667642 141-5801
FORD, 4-CYLINDER
1600cc Escort 151-5403
2.0L Zetec 151-5404
2000cc Pinto 151-5401
2300cc Pinto 151-5402
HONDA/ACURA
1.6L (B16A) (12 pt nuts) 208-5402
1.8L (B18C1) Acura 208-5403
1.8L (B18A1/B1) Acura 208-5404
2.2L (H22A) & 2.3L (H23A) (12 pt nuts) 208-5401
MAZDA
4-Bolt
Main
1.6L (B6) & 1.8L (BP) DOHC Miata (12 pt nuts) 218-5401
2.3L DOHC 16V (2003 & later)
MITSUBISHI
218-5402
2.0L (4B11) DOHC (2008 & later) ARP2000 207-5403
MAIN BOLTS
Far superior to any other main bolt kit offered for use in
competition engines. ARP main bolts are designed to meet the
exacting standards and demands of professional engine builders.
Forged from 8740 chrome moly, all bolts feature generous
under-head radius and rolled threads for the utmost reliability.
The threads are rolled after heat-treating, which gives them about
1000% longer fatigue life than most main bolts, which are
MGB
MITSUBISHI (continued)
Application
2-Bolt
Main
2.0L (4G63) DOHC (2007 & earlier) 207-5401
2.6L (G54B) 207-5402
4-Bolt
Main
3.0L (6G72) V6 (1993 & later) 207-5801
NISSAN/DATSUN
L20 Series 4-cylinder 202-5401
L24, L26 & L28 Series 6-cylinder 202-5406
2.0L (SR20DE/DET) 202-5402
3.5L (VQ35) DOHC V6 202-5801
RENAULT
2.0L (F4R) 216-5401
TOYOTA
1.6L (4AGE) & 2.0L (3SFE) DOHC 203-5403
2.0L (3SGTE) DOHC 203-5404
2.4L (22R) 203-5406
3.0L (7MGTE) inline 6 (1986-92) Supra w/ bolts
for #3 cap
203-5402
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra 203-5405
VAUXHALL/OPEL
2.0L 16 valve 209-5401
2.5L V6 209-5402
VOLKSWAGEN
1.6L & 2.0L Rabbit, Golf and Jetta 204-5402
2.8L & 2.9L VR6 204-5403
threaded prior to heat-treating. Available in the popular High
Performance Series, which, at a nominal rating of 180,000 psi,
is a premium replacement for OEM fasteners, or the 200,000 psi
nominal rated Pro Series, application-specific main bolts with
reduced wrenching head and are designed for use in competition
applications. Parallel-ground, hardened washers are included with
each kit.
Application Pro Series
2 cap main 206-5001
5 cap main 206-5002
MITSUBISHI
2.0L (4B11) DOHC (2008 & later) ARP2000 207-5201
SUBARU
Red part numbers indicate new items
2.0L, 2.2L & 2.5L SOHC/DOHC EJ Series
Crankcase thru bolt kit
TOYOTA
260-5401
1.6L (4AGE) DOHC 203-5001
Red part numbers indicate new items
77
the sport company compact

sport the compact
company
78
PORSCHE SPECIALTY FASTENERS
ARP engineers have developed a number of special
fasteners for Porsche 911, 930 and 944 Turbo and Non
Turbo applications that provide the reliability needed
for serious competition. These fasteners are manufactured
from high grade materials, and are superior to
OEM Porsche bolts and studs. A number of special
rod bolts are also available for Porsche engines. They
are listed on pages 36 and 74 of this catalog.
STAINLESS ACCESSORY STUDS
ARP has developed an innovative multi-purposes accessory stud that can be used
for exhaust systems, intake manifold and a host of other uses. The studs are manufactured
from a proprietary alloy developed by ARP (Stainless 300) and are impervious
to the rust and corrosion that plagues ordinary fasteners. This stainless steel alloy is
nominally rated at 170,000 psi tensile strength, which is substantially stronger than
Grade 8 hardware. Ideally suited for installing exhaust headers, the 8mm studs have
a unique “nut starter” nose and a hex-broached tip – which allows the studs to easily
be installed using an Allen wrench. The studs come with “easy wrenching” 12-point
nuts, which work great in the tightest of quarters. Flat washers are also included.
Offered in five different lengths, in quantities of 4, 8, 10 and 16-packs.
Camshaft positioning is critical on overhead
cam engines and ARP makes sure
that the cam towers are properly secured
through use of these durable studs. They’re
made from 8740 chrome moly steel, with
threads rolled after heat treat to ensure the
optimum fatigue strength. Far superior to
OEM fasteners.
CAM SPROCKET BOLT KITS
ARP’s cam sprocket bolts are rated at 200,000 psi and are
considerably stronger than the stock fasteners. They feature a
larger than stock flange diameter for positive timing gear register
and a reduced wrenching 12-point head design for easy installation
and removal.
FORD, 4-CYLINDER
Application Part No.
2.0L Zetec 251-1002
MITSUBISHI
Application 4-Pack 8-Pack 10-Pack 16-Pack
M8 x 1.25 x 32mm (1.250˝) 400-8001 400-8011 400-8021 400-8031
M8 x 1.25 x 38mm (1.500˝) 400-8002 400-8012 400-8022 400-8032
M8 x 1.25 x 45mm (1.750˝) 400-8003 400-8013 400-8023 400-8033
M8 x 1.25 x 51mm (2.000˝) 400-8004 400-8014 400-8024 400-8034
M8 x 1.25 x 57mm (2.250˝) 400-8005 400-8015 400-8025 400-8035
2.0L (4G63) DOHC 107-1002
Application Part No.
Case halves stud kit - 911-930 Turbo 504-9501
Crankcase thru bolt kit - 911-930 - 2.0L-2.7L air cooled engines 204-5407
Crankcase thru bolt kit - 911-930 - 3.0L-3.3L air cooled engines 204-5405
Crankcase thru bolt kit - 911-930 - 3.6L & 3.8L air cooled engines 204-5406
Head stud kit - 911-930 - 2.0L-3.8L air cooled engines 204-4206
Head stud kit - 911 - 3.4L (996) Non-Turbo water cooled engine 204-4707
Head stud kit - 911 - 3.6L (996) Turbo water cooled engine 204-4210
Head stud kit - 944 - 2.5L SOHC/DOHC water cooled engines 204-4211
Main bolt Kit - 911 - 3.4L (996) Non-Turbo water cooled engine 204-5001
Trans mount stud kit - 911-930 Turbo 504-9502
CAM TOWER STUD KITS
Red part numbers indicate new items
NOTE: #400-8014 fits SOHC &
DOHC Neon (exhaust) and #400-
8024 fits Neon & PT Cruiser
(2.4L engine)
CHRYSLER/DODGE
Red part numbers indicate new items
Great for Intake
& Exhaust
Systems
Application Part No.
2.0L DOHC & 2.4L DOHC (head #4667086) 141-1001
MITSUBISHI
2.0L (4B11) Turbo 107-1001
Red part numbers indicate new items
800-826-3045

Stainless Steel & Chrome Moly Bolts
Available in Standard Sizes From 1/4˝ to 1/2˝
and Metric Sizes From M6 to M12
With Underhead Lengths Ranging
From 1/2˝ to 6˝. Hex or 12-Pt. Heads.
Packaged In Convenient 5-Pack Cards.
Now you can use premium quality ARP stainless steel or
chrome moly fasteners to install most anything on a car, boat
or trailer. The specially alloyed “ARP 300” stainless steel and
heat-treated 8740 chrome moly bolts (black oxide finish) are
nominally rated at 180,000 psi tensile strength to provide a substantial
extra margin of safety over Grade 8 hardware.
What’s more, you can’t beat the gorgeous looks of ARP’s specially
polished stainless steel fasteners, and their ability to resist
rust. They’re truly maintenance free!
You can get 5-packs (washers included) of any diameter bolt
from 1/4˝ to 1/2˝ or M6 to M12 in lengths ranging from 1/2˝
to 6˝, with a choice of hex or 12-point heads. Matching nuts are
also available (see pages 87-89).
800-826-3045
STAINLESS STEEL
& CHROME MOLY 5-PACKS
WITH WASHERS
NOTE:
Packed 5
on a card
with washers
79
the bulk company fasteners

ulk the fasteners
company
80
STANDARD BOLT 5-PACKS
Diameter - Pitch UHL Wrenching
Black Oxide Stainless
Hex 12 point Hex 12 point
1/4˝ BOLTS, 5/16˝ WRENCHING, STANDARD THREAD
1/4-20 0.515 5/16 650-0515 640-0515 621-0515 611-0515
1/4-20 0.750 5/16 650-0750 640-0750 621-0750 611-0750
1/4-20 1.000 5/16 650-1000 640-1000 621-1000 611-1000
1/4-20 1.250 5/16 650-1250 640-1250 621-1250 611-1250
1/4-20 1.500 5/16 650-1500 640-1500 621-1500 611-1500
1/4-20 1.750 5/16 650-1750 640-1750 621-1750 611-1750
1/4-20 2.000 5/16 650-2000 640-2000 621-2000 611-2000
1/4-20 2.250 5/16 650-2250 640-2250 621-2250 611-2250
1/4-20 2.500 5/16 650-2500 640-2500 621-2500 611-2500
1/4-20 2.750 5/16 650-2750 640-2750 621-2750 611-2750
1/4-20 3.000 5/16 650-3000 640-3000 621-3000 611-3000
1/4-20 3.250 5/16 650-3250 640-3250 621-3250 611-3250
1/4-20 3.500 5/16 650-3500 640-3500 621-3500 611-3500
1/4-20 3.750 5/16 650-3750 640-3750 621-3750 611-3750
1/4-20 4.000 5/16 650-4000 640-4000 621-4000 611-4000
1/4-20 4.250 5/16 650-4250 640-4250 621-4250 611-4250
1/4-20 4.500 5/16 650-4500 640-4500 621-4500 611-4500
5/16˝ BOLTS, 3/8˝ WRENCHING, STANDARD THREAD
5/16-18 0.560 3/8 651-0560 641-0560 622-0560 612-0560
5/16-18 0.750 3/8 651-0750 641-0750 622-0750 612-0750
5/16-18 1.000 3/8 651-1000 641-1000 622-1000 612-1000
5/16-18 1.250 3/8 651-1250 641-1250 622-1250 612-1250
5/16-18 1.500 3/8 651-1500 641-1500 622-1500 612-1500
5/16-18 1.750 3/8 651-1750 641-1750 622-1750 612-1750
5/16-18 2.000 3/8 651-2000 641-2000 622-2000 612-2000
5/16-18 2.250 3/8 651-2250 641-2250 622-2250 612-2250
5/16-18 2.500 3/8 651-2500 641-2500 622-2500 612-2500
5/16-18 2.750 3/8 651-2750 641-2750 622-2750 612-2750
5/16-18 3.000 3/8 651-3000 641-3000 622-3000 612-3000
5/16-18 3.250 3/8 651-3250 641-3250 622-3250 612-3250
5/16-18 3.500 3/8 651-3500 641-3500 622-3500 612-3500
5/16-18 3.750 3/8 651-3750 641-3750 622-3750 612-3750
5/16-18 4.000 3/8 651-4000 641-4000 622-4000 612-4000
5/16-18 4.250 3/8 651-4250 641-4250 622-4250 612-4250
5/16-18 4.500 3/8 651-4500 641-4500 622-4500 612-4500
5/16-18 4.750 3/8 651-4750 641-4750 622-4750 612-4750
5/16-18 5.000 3/8 651-5000 641-5000 622-5000 612-5000
3/8˝ BOLTS, 3/8˝ WRENCHING, STANDARD THREAD
3/8-16 0.500 3/8 652-0500 642-0500 623-0500 613-0500
3/8-16 0.750 3/8 652-0750 642-0750 623-0750 613-0750
3/8-16 1.000 3/8 652-1000 642-1000 623-1000 613-1000
3/8-16 1.250 3/8 652-1250 642-1250 623-1250 613-1250
3/8-16 1.500 3/8 652-1500 642-1500 623-1500 613-1500
3/8-16 1.750 3/8 652-1750 642-1750 623-1750 613-1750
3/8-16 2.000 3/8 652-2000 642-2000 623-2000 613-2000
3/8-16 2.250 3/8 652-2250 642-2250 623-2250 613-2250
3/8-16 2.500 3/8 652-2500 642-2500 623-2500 613-2500
3/8-16 2.750 3/8 652-2750 642-2750 623-2750 613-2750
3/8-16 3.000 3/8 652-3000 642-3000 623-3000 613-3000
3/8-16 3.250 3/8 652-3250 642-3250 623-3250 613-3250
3/8-16 3.500 3/8 652-3500 642-3500 623-3500 613-3500
3/8-16 3.750 3/8 652-3750 642-3750 623-3750 613-3750
3/8-16 4.000 3/8 652-4000 642-4000 623-4000 613-4000
3/8-16 4.250 3/8 652-4250 642-4250 623-4250 613-4250
3/8-16 4.500 3/8 652-4500 642-4500 623-4500 613-4500
3/8-16 4.750 3/8 652-4750 642-4750 623-4750 613-4750
3/8-16 5.000 3/8 652-5000 642-5000 623-5000 613-5000
3/8˝ BOLTS, 7/16˝ WRENCHING, STANDARD THREAD
3/8-16 0.750 7/16 654-0750 644-0750 625-0750 615-0750
3/8-16 1.000 7/16 654-1000 644-1000 625-1000 615-1000
3/8-16 1.250 7/16 654-1250 644-1250 625-1250 615-1250
3/8-16 1.500 7/16 654-1500 644-1500 625-1500 615-1500
3/8-16 1.750 7/16 654-1750 644-1750 625-1750 615-1750
800-826-3045

Diameter - Pitch UHL Wrenching
800-826-3045
STANDARD BOLT 5-PACKS
Black Oxide Stainless
Hex 12 point Hex 12 point
3/8˝ BOLTS, 7/16˝ WRENCHING, STANDARD THREAD (CONTINUED)
3/8-16 2.000 7/16 654-2000 644-2000 625-2000 615-2000
3/8-16 2.250 7/16 654-2250 644-2250 625-2250 615-2500
3/8-16 2.500 7/16 654-2500 644-2500 625-2500 615-2500
3/8-16 2.750 7/16 654-2750 644-2750 625-2750 615-2750
3/8-16 3.000 7/16 654-3000 644-3000 625-3000 615-3000
3/8-16 3.250 7/16 654-3250 644-3250 625-3250 615-3250
3/8-16 3.500 7/16 654-3500 644-3500 625-3500 615-3500
3/8-16 3.750 7/16 654-3750 644-3750 625-3750 615-3750
3/8-16 4.000 7/16 654-4000 644-4000 625-4000 615-4000
7/16˝ BOLTS, 7/16˝ WRENCHING, STANDARD THREAD
7/16-14 1.500 7/16 653-1500 643-1500 626-1500 616-1500
7/16-14 1.750 7/16 653-1750 643-1750 626-1750 616-1750
7/16-14 2.000 7/16 653-2000 643-2000 626-2000 616-2000
7/16-14 2.250 7/16 653-2250 643-2250 626-2250 616-2250
7/16-14 2.500 7/16 653-2500 643-2500 626-2500 616-2500
7/16-14 2.750 7/16 653-2750 643-2750 626-2750 616-2750
7/16-14 3.000 7/16 653-3000 643-3000 626-3000 616-3000
7/16-14 3.250 7/16 653-3250 643-3250 626-3250 616-3250
7/16-14 3.500 7/16 653-3500 643-3500 626-3500 616-3500
7/16-14 3.750 7/16 653-3750 643-3750 626-3750 616-3750
7/16-14 4.000 7/16 653-4000 643-4000 626-4000 616-4000
7/16-14 4.250 7/16 653-4250 643-4250 626-4250 616-4250
7/16-14 4.500 7/16 653-4500 643-4500 626-4500 616-4500
7/16-14 4.750 7/16 653-4750 643-4750 626-4750 616-4750
7/16-14 5.000 7/16 653-5000 643-5000 626-5000 616-5000
7/16˝ BOLTS, 1/2˝ WRENCHING, STANDARD THREAD
7/16-14 1.500 1/2 655-1500 645-1500 624-1500 614-1500
7/16-14 1.750 1/2 655-1750 645-1750 624-1750 614-1750
7/16-14 2.000 1/2 655-2000 645-2000 624-2000 614-2000
7/16-14 2.250 1/2 655-2250 645-2250 624-2250 614-2250
7/16-14 2.500 1/2 655-2500 645-2500 624-2500 614-2500
7/16-14 2.750 1/2 655-2750 645-2750 624-2750 614-2750
7/16-14 3.000 1/2 655-3000 645-3000 624-3000 614-3000
7/16-14 3.250 1/2 655-3250 645-3250 624-3250 614-3250
7/16-14 3.500 1/2 655-3500 645-3500 624-3500 614-3500
7/16-14 3.750 1/2 655-3750 645-3750 624-3750 614-3750
7/16-14 4.000 1/2 655-4000 645-4000 624-4000 614-4000
7/16-14 4.250 1/2 655-4250 645-4250 624-4250 614-4250
7/16-14 4.500 1/2 655-4500 645-4500 624-4500 614-4500
7/16-14 4.750 1/2 655-4750 645-4750 624-4750 614-4750
7/16-14 5.000 1/2 655-5000 645-5000 624-5000 614-5000
1/2˝ BOLTS, 9/16˝ WRENCHING, STANDARD THREAD
1/2-13 1.000 9/16 617-1000 627-1000 646-1000 656-1000
1/2-13 1.250 9/16 617-1250 627-1250 646-1250 656-1250
1/2-13 1.500 9/16 617-1500 627-1500 646-1500 656-1500
1/2-13 1.750 9/16 617-1750 627-1750 646-1750 656-1750
1/2-13 2.000 9/16 617-2000 627-2000 646-2000 656-2000
1/2-13 2.250 9/16 617-2250 627-2250 646-2250 656-2250
1/2-13 2.500 9/16 617-2500 627-2500 646-2500 656-2500
1/2-13 2.750 9/16 617-2750 627-2750 646-2750 656-2750
1/2-13 3.000 9/16 617-3000 627-3000 646-3000 656-3000
1/2-13 3.250 9/16 617-3250 627-3250 646-3250 656-3250
1/2-13 3.500 9/16 617-3500 627-3500 646-3500 656-3500
1/2-13 3.750 9/16 617-3750 627-3750 646-3750 656-3750
1/2-13 4.000 9/16 617-4000 627-4000 646-4000 656-4000
1/2-13 4.250 9/16 617-4250 627-4250 646-4250 656-4250
1/2-13 4.500 9/16 617-4500 627-4500 646-4500 656-4500
1/2-13 4.750 9/16 617-4750 627-4750 646-4750 656-4750
1/2-13 5.000 9/16 617-5000 627-5000 646-5000 656-5000
1/2-13 5.250 9/16 617-5250 627-5250 646-5250 656-5250
1/2-13 5.500 9/16 617-5500 627-5500 646-5500 656-5500
1/2-13 5.750 9/16 617-5750 627-5750 646-5750 656-5750
1/2-13 6.000 9/16 617-6000 627-6000
Red part numbers indicate new items
81
the bulk company fasteners

ulk the fasteners
company
82
FINE THREAD BOLT 5-PACKS
Diameter - Pitch UHL Wrenching
1/4˝ BOLTS, 5/16˝ WRENCHING, FINE THREAD
Black Oxide Stainless
Hex 12 point Hex 12 point
1/4-28 .515 5/16 750-0515 740-0515 721-0515 711-0515
1/4-28 .750 5/16 750-0750 740-0750 721-0750 711-0750
1/4-28 1.000 5/16 750-1000 740-1000 721-1000 711-1000
1/4-28 1.250 5/16 750-1250 740-1250 721-1250 711-1250
1/4-28 1.500 5/16 750-1500 740-1500 721-1500 711-1500
1/4-28 1.750 5/16 750-1750 740-1750 721-1750 711-1750
1/4-28 2.000 5/16 750-2000 740-2000 721-2000 711-2000
1/4-28 2.250 5/16 750-2250 740-2250 721-2250 711-2250
1/4-28 2.500 5/16 750-2500 740-2500 721-2500 711-2500
1/4-28 2.750 5/16 750-2750 740-2750 721-2750 711-2750
1/4-28 3.000 5/16 750-3000 740-3000 721-3000 711-3000
1/4-28 3.250 5/16 750-3250 740-3250 721-3250 711-3250
1/4-28 3.500 5/16 750-3500 740-3500 721-3500 711-3500
1/4-28 3.750 5/16 750-3750 740-3750 721-3750 711-3750
1/4-28 4.000 5/16 750-4000 740-4000 721-4000 711-4000
1/4-28 4.250 5/16 750-4250 740-4250 721-4250 711-4250
1/4-28 4.500 5/16 750-4500 740-4500 721-4500 711-4500
5/16˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD
5/16-24 .560 3/8 751-0560 741-0560 722-0560 712-0560
5/16-24 .750 3/8 751-0750 741-0750 722-0750 712-0750
5/16-24 1.000 3/8 751-1000 741-1000 722-1000 712-1000
5/16-24 1.250 3/8 751-1250 741-1250 722-1250 712-1250
5/16-24 1.500 3/8 751-1500 741-1500 722-1500 712-1500
5/16-24 1.750 3/8 751-1750 741-1750 722-1750 712-1750
5/16-24 2.000 3/8 751-2000 741-2000 722-2000 712-2000
5/16-24 2.250 3/8 751-2250 741-2250 722-2250 712-2250
5/16-24 2.500 3/8 751-2500 741-2500 722-2500 712-2500
5/16-24 2.750 3/8 751-2750 741-2750 722-2750 712-2750
5/16-24 3.000 3/8 751-3000 741-3000 722-3000 712-3000
5/16-24 3.250 3/8 751-3250 741-3250 722-3250 712-3250
5/16-24 3.500 3/8 751-3500 741-3500 722-3500 712-3500
5/16-24 3.750 3/8 751-3750 741-3750 722-3750 712-3750
5/16-24 4.000 3/8 751-4000 741-4000 722-4000 712-4000
5/16-24 4.250 3/8 751-4250 741-4250 722-4250 712-4250
5/16-24 4.500 3/8 751-4500 741-4500 722-4500 712-4500
5/16-24 4.750 3/8 751-4750 741-4750 722-4750 712-4750
5/16-24 5.000 3/8 751-5000 741-5000 722-5000 712-5000
3/8˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD
3/8-24 .500 3/8 752-0500 742-0500 723-0500 713-0500
3/8-24 .750 3/8 752-0750 742-0750 723-0750 713-0750
3/8-24 1.000 3/8 752-1000 742-1000 723-1000 713-1000
3/8-24 1.250 3/8 752-1250 742-1250 723-1250 713-1250
3/8-24 1.500 3/8 752-1500 742-1500 723-1500 713-1500
3/8-24 1.750 3/8 752-1750 742-1750 723-1750 713-1750
3/8-24 2.000 3/8 752-2000 742-2000 723-2000 713-2000
3/8-24 2.250 3/8 752-2250 742-2250 723-2250 713-2250
3/8-24 2.500 3/8 752-2500 742-2500 723-2500 713-2500
3/8-24 2.750 3/8 752-2750 742-2750 723-2750 713-2750
3/8-24 3.000 3/8 752-3000 742-3000 723-3000 713-3000
3/8-24 3.250 3/8 752-3250 742-3250 723-3250 713-3250
3/8-24 3.500 3/8 752-3500 742-3500 723-3500 713-3500
3/8-24 3.750 3/8 752-3750 742-3750 723-3750 713-3750
3/8-24 4.000 3/8 752-4000 742-4000 723-4000 713-4000
3/8-24 4.250 3/8 752-4250 742-4250 723-4250 713-4250
3/8-24 4.500 3/8 752-4500 742-4500 723-4500 713-4500
3/8-24 4.750 3/8 752-4750 742-4750 723-4750 713-4750
800-826-3045

Diameter - Pitch UHL Wrenching
3/8˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD (CONTINUED)
800-826-3045
Black Oxide Stainless
Hex 12 point Hex 12 point
3/8-24 5.000 3/8 752-5000 742-5000 723-5000 713-5000
3/8˝ BOLTS, 7/16˝ WRENCHING, FINE THREAD
3/8-24 .750 7/16 754-0750 744-0750 725-0750 715-0750
3/8-24 1.000 7/16 754-1000 744-1000 725-1000 715-1000
3/8-24 1.250 7/16 754-1250 744-1250 725-1250 715-1250
3/8-24 1.500 7/16 754-1500 744-1500 725-1500 715-1500
3/8-24 1.750 7/16 754-1750 744-1750 725-1750 715-1750
3/8-24 2.000 7/16 754-2000 744-2000 725-2000 715-2000
3/8-24 2.250 7/16 754-2250 744-2250 725-2250 715-2250
3/8-24 2.500 7/16 754-2500 744-2500 725-2500 715-2500
3/8-24 2.750 7/16 754-2750 744-2750 725-2750 715-2750
3/8-24 3.000 7/16 754-3000 744-3000 725-3000 715-3000
3/8-24 3.250 7/16 754-3250 744-3250 725-3250 715-3250
3/8-24 3.500 7/16 754-3500 744-3500 725-3500 715-3500
3/8-24 3.750 7/16 754-3750 744-3750 725-3750 715-3750
3/8-24 4.000 7/16 754-4000 744-4000 725-4000 715-4000
7/16˝ BOLTS, 7/16˝ WRENCHING, FINE THREAD
7/16-20 1.000 7/16 753-1000 743-1000 724-1000 714-1000
7/16-20 1.250 7/16 753-1250 743-1250 724-1250 714-1250
7/16-20 1.500 7/16 753-1500 743-1500 724-1500 714-1500
7/16-20 1.750 7/16 753-1750 743-1750 724-1750 714-1750
7/16-20 2.000 7/16 753-2000 743-2000 724-2000 714-2000
7/16-20 2.250 7/16 753-2250 743-2250 724-2250 714-2250
7/16-20 2.500 7/16 753-2500 743-2500 724-2500 714-2500
7/16-20 2.750 7/16 753-2750 743-2750 724-2750 714-2750
7/16-20 3.000 7/16 753-3000 743-3000 724-3000 714-3000
7/16-20 3.250 7/16 753-3250 743-3250 724-3250 714-3250
7/16-20 3.500 7/16 753-3500 743-3500 724-3500 714-3500
7/16-20 3.750 7/16 753-3750 743-3750 724-3750 714-3750
7/16-20 4.000 7/16 753-4000 743-4000 724-4000 714-4000
7/16-20 4.250 7/16 753-4250 743-4250 724-4250 714-4250
7/16-20 4.500 7/16 753-4500 743-4500 724-4500 714-4500
7/16-20 4.750 7/16 753-4750 743-4750 724-4750 714-4750
7/16-20 5.000 7/16 753-5000 743-5000 724-5000 714-5000
1/2˝ BOLTS, 9/16˝ WRENCHING, FINE THREAD
1/2-20 1.000 9/16 716-1000 726-1000 745-1000 755-1000
1/2-20 1.250 9/16 716-1250 726-1250 745-1250 755-1250
1/2-20 1.500 9/16 716-1500 726-1500 745-1500 755-1500
1/2-20 1.750 9/16 716-1750 726-1750 745-1750 755-1750
1/2-20 2.000 9/16 716-2000 726-2000 745-2000 755-2000
1/2-20 2.250 9/16 716-2250 726-2250 745-2250 755-2250
1/2-20 2.500 9/16 716-2500 726-2500 745-2500 755-2500
1/2-20 2.750 9/16 716-2750 726-2750 745-2750 755-2750
1/2-20 3.000 9/16 716-3000 726-3000 745-3000 755-3000
1/2-20 3.250 9/16 716-3250 726-3250 745-3250 755-3250
1/2-20 3.500 9/16 716-3500 726-3500 745-3500 755-3500
1/2-20 3.750 9/16 716-3750 726-3750 745-3750 755-3750
1/2-20 4.000 9/16 716-4000 726-4000 745-4000 755-4000
1/2-20 4.250 9/16 716-4250 726-4250 745-4250 755-4250
1/2-20 4.500 9/16 716-4500 726-4500 745-4500 755-4500
1/2-20 4.750 9/16 716-4750 726-4750 745-4750 755-4750
1/2-20 5.000 9/16 716-5000 726-5000 745-5000 755-5000
1/2-20 5.250 9/16 716-5250 726-5250 745-5250 755-5250
1/2-20 5.500 9/16 716-5500 726-5500 745-5500 755-5500
1/2-20 5.750 9/16 716-5750 726-5750 745-5750 755-5750
1/2-20 6.000 9/16 716-6000 726-6000
FINE THREAD BOLT 5-PACKS
Red part numbers indicate new items
83
the bulk company fasteners

ulk the fasteners
company
84
METRIC BOLT 5-PACKS
Diameter x Pitch UHL Wrenching
M6 BOLTS, 1.00 PITCH
Black Oxide Stainless
Hex 12 point Hex 12 point
M6 x 1.00 12 8mm 660-1016 670-1016 760-1016 770-1016
M6 x 1.00 16 8mm 660-1017 670-1017 760-1017 770-1017
M6 x 1.00 20 8mm 660-1001 670-1001 760-1001 770-1001
M6 x 1.00 25 8mm 660-1002 670-1002 760-1002 770-1002
M6 x 1.00 30 8mm 660-1003 670-1003 760-1003 770-1003
M6 x 1.00 35 8mm 660-1004 670-1004 760-1004 770-1004
M6 x 1.00 40 8mm 660-1005 670-1005 760-1005 770-1005
M6 x 1.00 45 8mm 660-1006 670-1006 760-1006 770-1006
M6 x 1.00 50 8mm 660-1007 670-1007 760-1007 770-1007
M6 x 1.00 55 8mm 660-1008 670-1008 760-1008 770-1008
M6 x 1.00 60 8mm 660-1009 670-1009 760-1009 770-1009
M6 x 1.00 65 8mm 660-1010 670-1010 760-1010 770-1010
M6 x 1.00 70 8mm 660-1011 670-1011 760-1011 770-1011
M6 x 1.00 75 8mm 660-1012 670-1012 760-1012 770-1012
M6 x 1.00 80 8mm 660-1013 670-1013 760-1013 770-1013
M6 x 1.00 90 8mm 660-1014 670-1014 760-1014 770-1014
M6 x 1.00 100 8mm 660-1015 670-1015 760-1015 770-1015
M6 x 1.00 135 8mm 660-1018 670-1018 760-1018 770-1018
M8 BOLTS, 1.25 PITCH
M8 x 1.25 12 10mm 661-1016 671-1016 761-1016 771-1016
M8 x 1.25 16 10mm 661-1017 671-1017 761-1017 771-1017
M8 x 1.25 20 10mm 661-1001 671-1001 761-1001 771-1001
M8 x 1.25 25 10mm 661-1002 671-1002 761-1002 771-1002
M8 x 1.25 30 10mm 661-1003 671-1003 761-1003 771-1003
M8 x 1.25 35 10mm 661-1004 671-1004 761-1004 771-1004
M8 x 1.25 40 10mm 661-1005 671-1005 761-1005 771-1005
M8 x 1.25 45 10mm 661-1006 671-1006 761-1006 771-1006
M8 x 1.25 50 10mm 661-1007 671-1007 761-1007 771-1007
M8 x 1.25 55 10mm 661-1008 671-1008 761-1008 771-1008
M8 x 1.25 60 10mm 661-1009 671-1009 761-1009 771-1009
M8 x 1.25 65 10mm 661-1010 671-1010 761-1010 771-1010
M8 x 1.25 70 10mm 661-1011 671-1011 761-1011 771-1011
M8 x 1.25 75 10mm 661-1012 671-1012 761-1012 771-1012
M8 x 1.25 80 10mm 661-1013 671-1013 761-1013 771-1013
M8 x 1.25 85 10mm 771-1018
M8 x 1.25 90 10mm 661-1014 671-1014 761-1014 771-1014
M8 x 1.25 100 10mm 661-1015 671-1015 761-1015 771-1015
M10 BOLTS, 1.25 PITCH
M10 x 1.25 20 12mm 663-1001 673-1001 763-1001 773-1001
M10 x 1.25 25 12mm 663-1002 673-1002 763-1002 773-1002
M10 x 1.25 30 12mm 663-1003 673-1003 763-1003 773-1003
M10 x 1.25 35 12mm 663-1004 673-1004 763-1004 773-1004
M10 x 1.25 40 12mm 663-1005 673-1005 763-1005 773-1005
M10 x 1.25 45 12mm 663-1006 673-1006 763-1006 773-1006
800-826-3045

Diameter - Pitch UHL Wrenching
M10 BOLTS, 1.25 PITCH (CONTINUED)
800-826-3045
Black Oxide Stainless
Hex 12 point Hex 12 point
M10 x 1.25 50 12mm 663-1007 673-1007 763-1007 773-1007
M10 x 1.25 60 12mm 663-1008 673-1008 763-1008 773-1008
M10 x 1.25 70 12mm 663-1009 673-1009 763-1009 773-1009
M10 x 1.25 90 12mm 663-1011 673-1011 763-1011 773-1011
M10 x 1.25 100 12mm 663-1012 673-1012 763-1012 773-1012
M10 BOLTS, 1.50 PITCH
M10 x 1.50 20 12mm 662-1001 672-1001 762-1001 772-1001
M10 x 1.50 25 12mm 662-1002 672-1002 762-1002 772-1002
M10 x 1.50 30 12mm 662-1003 672-1003 762-1003 772-1003
M10 x 1.50 35 12mm 662-1004 672-1004 762-1004 772-1004
M10 x 1.50 40 12mm 662-1005 672-1005 762-1005 772-1005
M10 x 1.50 45 12mm 662-1006 672-1006 762-1006 772-1006
M10 x 1.50 50 12mm 662-1007 672-1007 762-1007 772-1007
M10 x 1.50 60 12mm 662-1008 672-1008 762-1008 772-1008
M10 x 1.50 65 12mm 772-1013
M10 x 1.50 70 12mm 662-1009 672-1009 762-1009 772-1009
M10 x 1.50 80 12mm 662-1010 672-1010 762-1010 772-1010
M10 x 1.50 90 12mm 662-1011 672-1011 762-1011 772-1011
M10 x 1.50 100 12mm 662-1012 672-1012 762-1012 772-1012
M12 BOLTS, 1.50 PITCH
M12 x 1.50 25 14mm 664-1001 674-1001 764-1001 774-1001
M12 x 1.50 30 14mm 664-1002 674-1002 764-1002 774-1002
M12 x 1.50 35 14mm 664-1003 674-1003 764-1003 774-1003
M12 x 1.50 40 14mm 664-1004 674-1004 764-1004 774-1004
M12 x 1.50 45 14mm 664-1005 674-1005 764-1005 774-1005
M12 x 1.50 50 14mm 664-1006 674-1006 764-1006 774-1006
M12 x 1.50 60 14mm 664-1007 674-1007 764-1007 774-1007
M12 x 1.50 70 14mm 664-1008 674-1008 764-1008 774-1008
M12 x 1.50 80 14mm 664-1009 674-1009 764-1009 774-1009
M12 x 1.50 90 14mm 664-1010 674-1010 764-1010 774-1010
M12 x 1.50 100 14mm 664-1011 674-1011 764-1011 774-1011
M12 BOLTS, 1.75 PITCH
METRIC BOLT 5-PACKS
M12 x 1.75 25 14mm 665-1001 675-1001 765-1001 775-1001
M12 x 1.75 30 14mm 665-1002 675-1002 765-1002 775-1002
M12 x 1.75 35 14mm 665-1003 675-1003 765-1003 775-1003
M12 x 1.75 40 14mm 665-1004 675-1004 765-1004 775-1004
M12 x 1.75 45 14mm 665-1005 675-1005 765-1005 775-1005
M12 x 1.75 50 14mm 665-1006 675-1006 765-1006 775-1006
M12 x 1.75 60 14mm 665-1007 675-1007 765-1007 775-1007
M12 x 1.75 70 14mm 665-1008 675-1008 765-1008 775-1008
M12 x 1.75 80 14mm 665-1009 675-1009 765-1009 775-1009
M12 x 1.75 90 14mm 665-1010 675-1010 765-1010 775-1010
M12 x 1.75 100 14mm 665-1011 675-1011 765-1011 775-1011
Red part numbers indicate new items
85
the bulk company fasteners

ulk the fasteners
company
86
FASTENER BULK BINS
There are four packages to choose from based on what
you normally use around the shop. The finish options include
Stainless or Black Oxide and wrenching options of either Hex or
12-point. Each drawer has the contents printed on the inside of
the lid to make reordering easy.
Here’s a great way to make sure you’ve got the right ARP fastener
when you need it. Whether you’re a professional or weekend
race team, hot rod shop, engine builder or just a weekend hobbyist
that wants to do it right. The ARP Fastener Bulk Bins are
just made for you.
3 /8-16 Stainless Hex
.500
ARP Part # H3AJ.500-3CL
1.750
.750
ARP Part # H3AJ.750-3CL
1.000
ARP Part # H3AJ1.000-3CL
1.250
1.500
ARP Part # H3AJ1.250-3CL ARP Part # H3AJ1.500-12CL
ARP Part # H3AJ1.750-12CL ARP Part # H3AJ2.000-12CL ARP Part # H3AJ2.250-12CL ARP Part # H3AJ2.500-12CL ARP Part # H3AJ2.750-12CL
3.000
ARP Part # H3AJ3.000-12CL
2.000
2.250
.625 OD .687 OD .750 OD
Washer
ARP Part # 200-8405
Washer
ARP Part # 200-8413
Washer
ARP Part # 400-8507
2.500
Hex Nuts
ARP Part # 400-8654
2.750
Nyloc
Hex Nuts
ARP Part # 400-8664
Toll Free: 800-826-3045 • Local: 805-339-2200 • Fax: 805-650-0742
www.arp-bolts.com
SAMPLE DRAWER LABELS
FASTENER LISTS FOR EACH OF THE FOUR BULK BIN OPTIONS
3 /8-16 Stainless Hex
ARP
MOLY
ASSEMBLY
LUBE
5 /1 6 -18 Black Oxide 12 pt
.560
ARP Part # 100-9903
ARP Part # 3AG.560-5CL
1.750
THREAD
CLEANING
T A P
ARP Part # 3AG1.750-5CL
3.000
ARP Part # 3AG3.000-5CL
.750
ARP Part # 3AG.750-5CL
2.000
ARP Part # 3AG2.000-5CL
.562 OD .625 OD
Washer
ARP Part # 200-8402
ARP Part # 911-0003
07/07 998-0502 [C]
Washer
ARP Part # 200-8410
1.000
ARP Part # 3AG1.000-5CL
2.250
ARP Part # 3AG2.250-5CL
Hex Nuts
ARP Part # 200-8652
1.250
ARP Part # 3AG1.250-5CL
2.500
ARP Part # 3AG2.500-5CL
Nyloc
Hex Nuts
ARP Part # 200-8662
1.500
ARP Part # 3AG1.500-5CL
2.750
ARP Part # 3AG2.750-5CL
Toll Free: 800-826-3045 • Local: 805-339-2200 • Fax: 805-650-0742
www.arp-bolts.com
7 /16-14 Black Oxide Hex
1.000
ARP Part # H4AP1.000-5C
2.250
ARP Part # H4AP2.250-5C
1.250
ARP Part # H4AP1.250-5C
2.500
ARP Part # H4AP2.500-5C
.750 OD .812 OD
Washer
ARP Part # 200-8406
Washer
ARP Part # 200-8509
1.500
ARP Part # H4AP1.500-5C
2.750
ARP Part # H4AP2.750-5C
Hex Nuts
ARP Part # 200-8656
5 /1 6 -18 Black Oxide 12 pt
1.750
ARP Part # H4AP1.750-5C
3.000
ARP Part # H4AP3.000-5C
Nyloc
Hex Nuts
ARP Part # 200-8666
ARP
MOLY
ASSEMBLY
LUBE
ARP Part # 100-9903
THREAD
CLEANING
T A P
ARP Part # 911-0002
07/07 998-0501 [B]
2.000
ARP Part # H4AP2.000-5C
Toll Free: 800-826-3045 • Local: 805-339-2200 • Fax: 805-650-0742
www.arp-bolts.com
998-0500 - Stainless 12 pt 998-0501 - Black Oxide 12 pt 998-0502 - Stainless Hex 998-0503 - Black Oxide Hex
Bolts
UHL QTY
0.515 30
0.750 30
1.000 30
1.250 30
1.500 30
1.750 15
2.000 15
Bolts
UHL QTY
0.560 20
0.750 20
1.000 20
1.250 20
1.500 20
1.750 10
2.000 10
Bolts
UHL QTY
0.500 25
0.750 25
1.000 25
1.250 25
1.500 25
1.750 10
2.000 10
2.250 10
Bolts
UHL QTY
1.000 10
1.250 10
1.500 10
1.750 10
2.000 10
2.250 10
2.500 10
Drawer A: 1/4-20 Drawer A: 1/4-20 Drawer A: 1/4-20 Drawer A: 1/4-20
Bolts (cont.)
2.250 15
2.500 15
2.750 15
3.000 15
Washers
OD QTY
0.500 50
0.562 50
Drawer B: 5/16-18
Bolts (cont.)
2.250 10
2.500 10
2.750 10
3.000 10
Washers
OD QTY
0.562 50
0.625 50
Drawer C: 3/8-16
Bolts (cont.)
2.500 10
2.750 10
3.000 10
Washers
OD QTY
0.625 50
0.687 50
0.750 50
Drawer D: 7/16-14
Bolts (cont.)
2.750 10
3.000 5
Washers
OD QTY
0.750 50
0.812 50
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Bolts
UHL QTY
0.515 30
0.750 30
1.000 30
1.250 30
1.500 30
1.750 15
2.000 15
Bolts
UHL QTY
0.560 20
0.750 20
1.000 20
1.250 20
1.500 20
1.750 10
2.000 10
Bolts
UHL QTY
0.500 25
0.750 25
1.000 25
1.250 25
1.500 25
1.750 10
2.000 10
2.250 10
Bolts
UHL QTY
1.000 10
1.250 10
1.500 10
1.750 10
2.000 10
2.250 10
2.500 10
Bolts (cont.)
2.250 15
2.500 15
2.750 15
3.000 15
Washers
OD QTY
0.500 50
0.562 50
Drawer B: 5/16-18
Bolts (cont.)
2.250 10
2.500 10
2.750 10
3.000 10
Washers
OD QTY
0.562 50
0.625 50
Drawer C: 3/8-16
Bolts (cont.)
2.500 10
2.750 10
3.000 10
Washers
OD QTY
0.625 50
0.687 50
0.750 50
Drawer D: 7/16-14
Bolts (cont.)
2.750 10
3.000 5
Washers
OD QTY
0.750 50
0.812 50
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Bolts
UHL QTY
0.515 30
0.750 30
1.000 30
1.250 30
1.500 30
1.750 15
2.000 15
Bolts
UHL QTY
0.560 20
0.750 20
1.000 20
1.250 20
1.500 20
1.750 10
2.000 10
Bolts
UHL QTY
0.500 25
0.750 25
1.000 25
1.250 25
1.500 25
1.750 10
2.000 10
2.250 10
Bolts
UHL QTY
1.000 10
1.250 10
1.500 10
1.750 10
2.000 10
2.250 10
2.500 10
Bolts (cont.)
2.250 15
2.500 15
2.750 15
3.000 15
Washers
OD QTY
0.500 50
0.562 50
Drawer B: 5/16-18
Bolts (cont.)
2.250 10
2.500 10
2.750 10
3.000 10
Washers
OD QTY
0.562 50
0.625 50
Drawer C: 3/8-16
Bolts (cont.)
2.500 10
2.750 10
3.000 10
Washers
OD QTY
0.625 50
0.687 50
0.750 50
Drawer D: 7/16-14
Bolts (cont.)
2.750 10
3.000 5
Washers
OD QTY
0.750 50
0.812 50
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
ARP
Ultra-Torque ®
Fastener
Assembly
Lubricant
ARP Part # 100-9909
¼-20 Stainless 12 pt ¼-20 Stainless 12 pt
.515
ARP Part # 2AL.515-3SL
1.750
ARP Part # 2AL1.750-12SL
3.000
ARP Part # 2AL3.000-12SL
.500 OD
Washer
ARP Part # 200-8414
.750
ARP Part # 2AL.750-3SL
2.000
ARP Part # 2AL2.000-12SL
.562 OD
Washer
ARP Part # 200-8409
1.000
ARP Part # 2AL1.000-3SL
2.250
ARP Part # 2AL2.250-12SL
Hex Nuts
ARP Part # 400-8651
1.250
ARP Part # 2AL1.250-12SL
2.500
ARP Part # 2AL2.500-12SL
Nyloc
Hex Nuts
ARP Part # 400-8661
Bolts
UHL QTY
0.515 30
0.750 30
1.000 30
1.250 30
1.500 30
1.750 15
2.000 15
Bolts
UHL QTY
0.560 20
0.750 20
1.000 20
1.250 20
1.500 20
1.750 10
2.000 10
Bolts
UHL QTY
0.500 25
0.750 25
1.000 25
1.250 25
1.500 25
1.750 10
2.000 10
2.250 10
Bolts
UHL QTY
1.000 10
1.250 10
1.500 10
1.750 10
2.000 10
2.250 10
2.500 10
1.500
ARP Part # 2AL1.500-12SL
2.750
ARP Part # 2AL2.750-12SL
Toll Free: 800-826-3045 • Local: 805-339-2200 • Fax: 805-650-0742
www.arp-bolts.com
ARP
Ultra-Torque MOLY
ASSEMBLY
LUBE
®
Fastener
Assembly
Lubricant
ARP Part # 100-9909
ARP Part # 100-9903
THREAD
CLEANING
TA P
ARP Part # 911-0001
Bolts (cont.)
2.250 15
2.500 15
2.750 15
3.000 15
Washers
OD QTY
0.500 50
0.562 50
Drawer B: 5/16-18
Bolts (cont.)
2.250 10
2.500 10
2.750 10
3.000 10
Washers
OD QTY
0.562 50
0.625 50
Drawer C: 3/8-16
Bolts (cont.)
2.500 10
2.750 10
3.000 10
Washers
OD QTY
0.625 50
0.687 50
0.750 50
Drawer D: 7/16-14
Bolts (cont.)
2.750 10
3.000 5
Washers
OD QTY
0.750 50
0.812 50
07/07 998-0500 [A]
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
Hex Nuts
QTY
Std. 50
Nyloc 50
Miscellaneous
ARP Ultra-Torque
fastener assembly
lubricant
Cleaning Tap
ARP
Ultra-Torque ®
Fastener
Assembly
Lubricant
ARP Part # 100-9909
7 /16-14 Black Oxide Hex
800-826-3045
ARP
Ultra-Torque ®
Fastener
Assembly
Lubricant
ARP
MOLY
ASSEMBLY
LUBE
ARP Part # 100-9909
ARP Part # 100-9903
THREAD
CLEANING
T A P
ARP Part # 911-0004
07/07 998-0503 [D]

12-POINT NUTS
Available in a variety of sizes to suit your needs, all ARP 12-point nuts are
constructed from 8740 chrome moly steel or ARP 300 Series stainless steel
material, and meet ARP’s highest standards of quality. Rated at 180,000 psi
tensile strength, ARP 12-point nuts are manufactured in thick wall versions
for optimum strength and rigidity and thin wall versions for applications
with limited space requirements. All 8740 chrome moly steel nuts are black
oxide finished and all stainless steel nuts are polished to a briliant luster. ARP
12-point nuts are available in 1-piece bulk, 2-piece and 10 piece packages.
Thread Size
STANDARD THREAD
800-826-3045
Socket
Size
12-Point
(1 PC-Bulk)
12-Point
(2 PC-Pack)
12-Point
(10 PC-Pack)
12-Point SS
(1 PC-Bulk)
1/4-20 5/16 301-8300 301-8320 301-8340 401-8300
12-Point SS
(2 PC-Pack)
12-Point SS
(10 PC-Pack)
1/4-28 5/16 300-8300 300-8320 300-8330 400-8300 400-8320 400-8330
5/16-18 3/8 301-8303 301-8323 301-8343 401-8303
5/16-24 3/8 300-8301 300-8321 300-8331 400-8301
11/32-24 7/16 300-8373 300-8383 300-8393
3/8-16 7/16 301-8301 301-8321 301-8341 401-8301
3/8-24 7/16 300-8302 300-8322 300-8332 400-8302 400-8322 400-8332
3/8-24 1/2 300-8371 300-8381 300-8391
3/8-24 (1) 1/2 300-8372 300-8382 300-8392
7/16-14 1/2 301-8306 301-8326 301-8346 401-8306
7/16-20 1/2 300-8303 300-8323 300-8333 400-8303 400-8323 400-8333
7/16-20 (2) 1/2 300-8375 300-8385 300-8395
7/16-20 (3) 1/2 301-8316 301-8336 301-8356
7/16-20 9/16 300-8374 300-8384 300-8394
7/16-20 5/8 301-8314 301-8334 301-8354
1/2-13 9/16 301-8302 301-8322 301-8342 401-8302
1/2-20 9/16 300-8304 300-8324 300-8334
1/2-20 5/8 300-8306 300-8326 300-8336
1/2-20 11/16 301-8313 301-8333 301-8353
9/16-12 11/16 301-8307 301-8327 301-8347
9/16-18 11/16 300-8305 300-8325 300-8335
5/8-18 13/16 300-8309 300-8329 300-8339
METRIC THREAD
M6 x 1.00 8mm 300-8370 300-8380 300-8390 400-8370
M7 x 1.00 9mm 300-8346 300-8356 300-8366 400-8346
M8 x 1.00 10mm 300-8340 300-8350 300-8360 400-8340
M8 x 1.25 10mm 300-8310 300-8311 300-8312 400-8310
M9 x 1.00 11mm 300-8341 300-8351 300-8361 400-8341
M9 x 1.00 13mm 301-8308 301-8328 301-8348
M9 x 1.25 12mm 300-8342 300-8352 300-8362
M10 x 1.00 12mm 301-8311 301-8331 301-8351 401-8311
M10 x 1.25* 12mm 300-8343 300-8353 300-8363
M10 x 1.25 12mm 300-8344 300-8354 300-8364 400-8344
M10 x 1.25* 12mm 301-8310 301-8330 301-8350
M10 x 1.25 (4) 16mm 301-8312 301-8332 301-8352
M10 x 1.25 (5) 16mm 301-8315 301-8335 301-8355
M10 x 1.50 12mm 300-8345 300-8355 300-8365 400-8345
M12 x 1.00 14mm 300-8347 300-8367 300-8387 400-8347
M12 x 1.25 14mm 300-8307 300-8327 300-8337 400-8307
M12 x 1.25* 14mm 300-8308 300-8328 300-8338 400-8308
M12 x 1.25 16mm 301-8318 301-8338 301-8358
M12 x 1.75 14mm 300-8376 300-8386 300-8396
*small collar (1) .645 flange (2) .600 flange (3) .475 height (4) .450 height (5) .375 height Red part numbers indicate new items
87
the bulk company fasteners

ulk the fasteners
company
88
HEx NUTS
Constructed from the finest aerospace-quality materials,
these hex nuts are available in most sizes to meet your needs.
All hex nuts meet ARP’s exacting quality control standards and
exceed grade 8 hardware in terms of performance and reliability.
All hex nuts are rated 180,000 psi tensile strength and are black
oxided.
Thread Size
Socket
Size
Hex
(1 PC-Bulk)
Hex
(2 PC-Pack)
Hex
(10 PC-Pack)
1/4-28 (1) 7/16 200-8601 200-8621 200-8631
Hex SS
(1 PC-Bulk)
5/16-18 (2) 1/2 301-8304 301-8324 301-8344 401-8304
5/16-24 3/8 200-8614 200-8644 200-8674 400-8614
5/16-24 1/2 200-8602 200-8622 200-8632
11/32-24 1/2 200-8603 200-8623 200-8633
3/8-16 (2) 9/16 200-8704 200-8724 200-8734 400-8704
3/8-24 9/16 200-8604 200-8624 200-8634 400-8604
7/16-14 (2) 5/8 301-8305 301-8325 301-8345 401-8305
7/16-20 5/8 200-8605 200-8625 200-8635 400-8605
7/16-20 11/16 200-8606 200-8626 200-8636
1/2-20 3/4 200-8607 200-8627 200-8637 400-8607
9/16-18 7/8 200-8608 200-8628 200-8638
(1) cad-plated (2) flanged hex nut
STANDARD & NYLOC
5-PACKS
To compliment ARP “bulk” 5-pack chrome moly and stainless
steel fasteners we have assembled matching groups of nuts. They,
too, come in convenient 5-pack skin cards. Take your pick from
stainless steel and black oxide finished standard nuts or stainless steel
Nyloc and cad plated Nyloc self-locking nuts.
STANDARD THREAD
Thread Size
Stainless
Hex
Black Oxide
Hex
Stainless
Nyloc Hex
Cad Plated
Nyloc Hex
1/4-20 400-8651 200-8651 400-8661 200-8661
5/16-18 400-8652 200-8652 400-8662 200-8662
3/8-16 400-8654 200-8654 400-8664 200-8664
7/16-14 400-8656 200-8656 400-8666 200-8666
1/2-13 400-8657 200-8657 400-8667 200-8667
FINE THREAD
1/4-28 400-8751 400-8761 400-8771
5/16-24 400-8752 400-8762
3/8-24 400-8754 400-8764
7/16-20 400-8756 400-8766
1/2-20 400-8757 400-8767
Red part numbers indicate new items
800-826-3045

SERRATED FLANGE NUTS
PLATE NUTS
800-826-3045
These serrated hex nuts with flanged collars are available especially for carburetor, valve cover,
front cover, oil pan studs and windage tray studs. Made from premium-quality material, they are
cad-plated. All general purpose nuts are rated 150,000 psi tensile strength.
Note: Do not use
on cylinder heads,
mains, or rods!
Plate Nuts are a quick and efficient way to provide a captive self-locking nut
wherever you might need one. Ideal for use in difficult to reach areas, particularly
when in a hurry. Available in a wide variety, these represent a selection of popular
applications. Can be riveted, screwed or welded in position. Made of carbon alloy
steel. Finished in cadmium and chromate.
Right Angle, Miniature Floating Panel Fastener
SELF-LOCKING NUTS
For high stress, high temperature and severe vibration – all metal six point
Jet-nuts and 12-point K-nuts are ideal for use practically everywhere. Features
include elliptically offset, light weight, temperature resistant, positive locking
and almost indefinitely reusable. The upper portion of the nut is distorted or
offset elliptically. The elastic deformation creates a friction hold sufficient to
lock the nut. Made of carbon-alloy steel, cadmium and chromate finish.
Size NAS Part No.
HEX (JET NUT)
10-32 -3 200-8101
1/4-28 -4 200-8102
5/16-24 -5 200-8103
3/8-24 -6 200-8104
HEX, 1/2 HEIGHT, DRILLED
1/4-28 -4 200-8113
5/16-24 -5 200-8114
Thread
Size
Socket
Size
Hex
(1 PC-Bulk)
Hex
(2 PC-Pack)
Hex
(10 PC-Pack)
Hex SS
(1 PC-Bulk)
1/4-28 7/16 200-8609 200-8629 200-8639 400-8609
5/16-24 1/2 200-8610 200-8620 200-8630 400-8610
5/16-24 (4) 1/2 200-8645 200-8655 200-8665
3/8-24 9/16 200-8600 200-8640 200-8650
M10 x 1.25 12mm 200-8663 200-8673 200-8683
Size NAS Part No.
FLOATING, WITH REPLACEABLE NUT
10-32 -3 200-9111
1/4-28 -4 200-9112
5/16-24 -5 200-9113
2-LUG, FIXED
10-32 -3 200-9101
1/4-28 -4 200-9102
5/16-24 -5 200-9103
3/8-24 -6 200-9104
2-LUG FIXED WITH COUNTER SUNK RIVET HOLES
10-32 -3 200-9106
1/4-28 -4 200-9107
5/16-24 -5 200-9108
RIGHT ANGLE, MINIATURE FLOATING PANEL FASTENER
4-40 200-9121
Size NAS Part No.
12-POINT REDUCED WRENCHING
10-32 -3 200-8201
1/4-28 -4 200-8202
5/16-24 -5 200-8203
3/8-24 -6 200-8204
HEX, 1/2 HEIGHT
10-32 -3 200-8107
1/4-28 -4 200-8108
5/16-24 -5 200-8109
3/8-24 -6 200-8110
(4) non-serrated
89
the bulk company fasteners

ulk the fasteners
company
90
SPECIAL PURPOSE WASHERS
A true high performance washer from ARP, available in a variety of
sizes and thickness, and with or without I.D. (inside diameter) chamfers.
All are constructed from premium chrome moly and are parallel-ground,
hardened, and finished in black oxide. Our 3/8˝ I.D. washers, for example,
come in four different sizes (O.D.) and different thicknesses. Special connecting
rod washers are available, as are some of the more popular metric
sizes. All of the washers are available individually, with most of them also
offered in handy 2-piece and 10-piece packages. Build up an inventory of
these premium quality washers so you won’t get caught short when the
need arises.
PREMIUM CHROME MOLY, BLACK OXIDE
Application Inside Dia. Outside Dia. Thickness 1 PC-Bulk 2 PC-Pack 10 PC-Pack
Washer, no chamfer 3/8 5/8 .120˝ 200-8504 200-8544 200-8554
Washer, with chamfer 3/8 5/8 .062˝ 200-8505 200-8675 200-8685
Washer, no chamfer 3/8 .675 .120˝ 200-8506 200-8546 200-8556
Washer, no chamfer 3/8 3/4 .120˝ 200-8507 200-8677 200-8687
Washer, with chamfer 3/8 3/4 .120˝ 200-8517 200-8547 200-8557
Washer, no chamfer, radiused O.D. 3/8 7/8 .150˝ 200-8508 200-8678 200-8688
Washer, with chamfer 3/8 1.200 .120 200-8713 200-8733 200-8763
Washer, no chamfer 5/16 .550 .120˝ 200-8593 200-8578 200-8584
Washer, with chamfer 5/16 .550 .120˝ 200-8594 200-8579 200-8585
Washer, no chamfer 5/16 .675 .120˝ 200-8595 200-8580 200-8586
Washer, with chamfer 5/16 .675 .120˝ 200-8575 200-8581 200-8587
Washer, no chamfer 5/16 13/16 .120˝ 200-8576 200-8582 200-8588
Washer, with chamfer 5/16 13/16 .120˝ 200-8577 200-8583 200-8589
Washer, with chamfer 7/16 .660 .120 200-8718 200-8738 200-8768
Connecting rod washer, with chamfer 7/16 .675 .062˝ 200-8501 200-8671 200-8681
Washer, with chamfer 7/16 13/16 .120˝ 200-8509 200-8529 200-8539
Washer, no chamfer 7/16 13/16 .120˝ 200-8510 200-8520 200-8530
Connecting rod washer, with chamfer 7/16 3/4 .073˝ 200-8502 200-8672 200-8682
Washer, no chamfer 7/16 3/4 .120˝ 200-8511 200-8521 200-8531
Washer, with chamfer 7/16 3/4 .120˝ 200-8518 200-8548 200-8558
Washer, no chamfer 7/16 7/8 .120 200-8707 200-8727 200-8747
Washer, with chamfer 7/16 7/8 .120˝ 200-8512 200-8522 200-8532
Washer, no chamfer 7/16 .995 .120 200-8708 200-8728 200-8748
Washer, with chamfer 7/16 2.000 .275 200-8717
Washer, no chamfer .471 1.300 .120˝ 200-8429 200-8439 200-8449
Washer, with chamfer 1/2 7/8 .120˝ 200-8513 200-8523 200-8533
Washer, with chamfer 1/2 7/8 .120˝ 200-8514 200-8524 200-8534
Washer, no chamfer 1/2 1.300 .120 200-8702 200-8722 200-8742
Washer, with chamfer 1/2 1.350 .245 200-8703
Washer, with chamfer 1/2 2.000 .250 200-8749
Washer, no chamfer 9/16 1.000 .120˝ 200-8515 200-8525 200-8535
Washer, with chamfer 9/16 1.000 .120 200-8719 200-8739 200-8769
Washer, no chamfer 5/8 1.300 .120 200-8753 200-8773 200-8793
Washer, no chamfer 5/8 1.600 .305 200-8754
Washer, with chamfer 5/8 2.000 .275 200-8755
Washer, with chamfer 3/4 1.750 .305 200-8714
Red part numbers indicate new items
800-826-3045

GENERAL PURPOSE WASHERS
Quality washers for many applications, such as
attaching accessories, chassis components, etc. They
are not of the hardness required for use on cylinder
heads, mains and connecting rods. Available in
black oxide and stainless steel. Stainless demonstrates
excellent corrosion resistance. Washers have
over-sized I.D. (inside diameter) to clear most
under-bolt head radii. Available for 1/4, 5/16, 3/8,
7/16, 1/2˝ and 10mm shank bolts and studs.
800-826-3045
Application Inside Dia. Outside Dia. Thickness 1 PC-Bulk 2 PC-Pack 10 PC-Pack
PREMIUM CHROME MOLY, BLACK OXIDE (CONTINUED)
Washer, with chamfer 3/4 2.000 .305 200-8715
Washer, no chamfer 6mm .890 .165 200-8711 200-8741 200-8761
Washer, no chamfer 6mm .990 .065˝ 200-8676 200-8686 200-8696
Washer, no chamfer 8mm .575 .062˝ 200-8641 200-8642 200-8643
Washer, no chamfer 9mm 13/16 .120 200-8712 200-8732 200-8762
Washer, with chamfer 9mm 13/16 .120 200-8729 200-8759 200-8789
Washer, with chamfer 10mm .591 .078 200-8716 200-8736 200-8766
Washer, with chamfer 10mm 3/4 .120 200-8705 200-8725 200-8745
Washer, no chamfer 10mm 3/4 .120˝ 200-8519 200-8679 200-8689
Washer, no chamfer 10mm .850 .120˝ 200-8590 200-8591 200-8592
Washer, with chamfer 10mm 7/8 .155 200-8706 200-8726 200-8746
Washer, no chamfer 12mm 3/4 .120˝ 200-8516 200-8526 200-8536
Washer, with chamfer 12mm 3/4 .120 200-8710 200-8740 200-8760
Washer, with chamfer 12mm 7/8 .090 200-8428 200-8438 200-8448
Washer, no chamfer 12mm 7/8 .120˝ 200-8500 200-8527 200-8537
Washer, no chamfer 12mm .995 .120 200-8752 200-8772 200-8792
Washer, with chamfer 12mm 1.480 .200 200-8750
Washer, with chamfer 12mm 1.550 .250 200-8751
Washer, with chamfer 14mm 1.560 .255 200-8756
STAINLESS STEEL
Washer, with chamfer 5/16 .625 .120˝ 400-8530 400-8540 400-8550
Washer, no chamfer 3/8 .720 .120˝ 400-8501 400-8504 400-8508
Washer, with chamfer 3/8 .750 .120˝ 400-8507 400-8527 400-8537
Washer, with chamfer 7/16 .812 .120˝ 400-8509 400-8529 400-8539
Washer, no chamfer 6mm .890 .165 400-8711
Washer, with chamfer 10mm .630 .075˝ 400-8503 400-8523 400-8533
Washer, with chamfer 10mm .750 .120˝ 400-8519 400-8520 400-8521
Washer, no chamfer 10mm .750 .120˝ 400-8524 400-8534 400-8544
Washer, with chamfer 10mm .865 .160˝ 400-8502 400-8522 400-8532
Washer, with chamfer 12mm .875 .090 400-8428
Red part numbers indicate new items
Note: Do not use on cylinder heads, mains, or rods!
Inside Dia. Outside Dia. Thickness Black Oxide Stainless Cad Plated
1/4 1/2 .063˝ 200-8401 200-8414 200-8416
1/4 9/16 .063˝ 200-8408 200-8409
5/16 9/16 .063˝ 200-8402 200-8403 200-8417
5/16 5/8 .063˝ 200-8410 200-8411
3/8 5/8 .063˝ 200-8404 200-8405 200-8418
3/8 11/16 .075˝ 200-8412 200-8413
7/16 3/4 .063˝ 200-8406 200-8415 200-8419
1/2 7/8 .063˝ 200-8407
10mm 3/4 .072˝ 200-8421 200-8422
91
the bulk company fasteners

ulk the fasteners
company
92
These handy washers are made to protect the
top of holes from galling or collapsing around
studs or bolts. They’re ideal for head bolt holes,
mid-motor plates, or any other high-wear area
that requires a washer. Easy to install by just oversizing
hole and pressing in washer.
ARP Insert Washers are fully
CNC machined from premium
thru-hardened 8740 stock.
Note: Insert washers for
Ford applications also listed
on head bolt pages
These handy devices are excellent for attaching hydraulic lines,
control cables or wire bundles to the chassis. They’re stamped
from 125,000 psi steel, heat-treated, and cadmium plated for
extra durability. They have a ribbed back for extra strength.
Attach with 10/32 bolts. Available in three heights.
WELD BUNGS
ARP has introduced a line of premium quality weld-in bungs.
The parts are CNC machined from solid aluminum billet (6061)
or 1018 mild steel. Applications include, but are not limited to:
oil or fuel tanks, radiators, valve covers, manifolds, and rear axle
housings. Fittings are available with female pipe threads, male
AN, and female O-ring types. The fittings come in sizes: 1/4,
3/8, 1/2, 3/4, and 1 inch sizes; NPT -6 thru -20 AN; and -6 thru
-20 O-ring sizes.
Aluminum Steel
Size Part No. Size Part No.
1/4 800-8101 1/4 800-8201
3/8 800-8102 3/8 800-8202
1/2 800-8103 1/2 800-8203
3/4 800-8104 3/4 800-8204
1 800-8105 1 800-8205
INSERT WASHERS
STAND-OFF BRACKETS
Height
Insert ID Insert OD OD Size 1 PC-Bulk 2 PC-Pack 10 PC-Pack
1/4 .318 .562 200-8560 200-8565 200-8570
5/16 .380 .625 200-8561 200-8566 200-8571
3/8 .443 .750 200-8562 200-8567 200-8572
7/16 .571 .812 200-8563 200-8568 200-8573
7/16 .529 .875 200-8596 200-8597 200-8598
1/2 .567 .875 200-8564 200-8569 200-8574
10mm* .500 .790 400-8551
* Stainless steel
Red part numbers indicate new items
Aluminum Steel
Size Part No. Size Part No.
AN6 800-8106 AN6 800-8206
AN8 800-8107 AN8 800-8207
AN10 800-8108 AN10 800-8208
AN12 800-8109 AN12 800-8209
AN16 800-8110 AN16 800-8210
AN20 800-8111 AN20 800-8211
Application Part No.
10.32 x .465˝ Height 200-9301
10.32 x .465˝ Height, radiused back 200-9305
10.32 x .665˝ Height 200-9302
10.32 x .865˝ Height 200-9303
NPT AN Male AN O-Ring
Aluminum Steel
Size Part No. Size Part No.
-6 800-8112 -6 800-8212
-8 800-8113 -8 800-8213
-10 800-8114 -10 800-8214
-12 800-8115 -12 800-8215
-16 800-8116 -16 800-8216
-20 800-8117 -20 800-8217
800-826-3045

Preload in lbs
19,000
18,000
17,000
16,000
15,000
14,000
13,000
800-826-3045
Lubricant Comparison Data
Installation Preload Scatter Comparison
(Target Preload 18,000 LBS @ 120 FT-LBS)
ARP Ultra-Torque
EPL
Moly
Oil
FASTENER ASSEMBLY LUBRICANT
ARP Ultra-Torque ® fastener assembly lubricant has been specifically designed
to reduce tension pre-load scatter and eliminate the need to cycle high performance
engine fasteners before final installation. ARP Ultra-Torque® far surpasses all requirements
offered by previous ARP lubricants in terms of fastener pre-load repeatability and
performance lubricating properties. ARP Ultra-Torque® is a premier blend of extreme
pressure lubricants combined with incredible anti-seize characteristics that perform
amazingly well with all high performance engine fasteners.
benefits of arp ultra-torque ®
• OBTAINS: 95%-100% of all ARP recommended installation pre-loads on
the first pull, without cycling fasteners before final installation.
• MAINTAINS: all ARP recommended installation pre-loads within 5% on
all remaining cycles, ensuring consistent and repeatable housing bores and/
or cylinder bore dimensions (when using a honing plate) during machining,
mock-up and assembly procedures. Saving you time and money!
• STABILIZES: all ARP fastener installation pre-loads within 5% between a
group of fasteners such as the deck surface of a cylinder block, the main web
of a cylinder block or across the cap of a connecting rod.
No matter what torque cycle you’re on…ARP Ultra-Torque® delivers more
consistent, more repeatable fastener tension pre-loads than any other lubricant
on the market today!
• Prevents seizing and galling on all threaded fasteners.
• Prevents rust and corrosion during the life of the lubricant.
• Effective lubrication range -50˚F to 2000˚F.
• 360˚F melting point.
• Metal Free
1 2 3 4 5 6 7 8 9 10
Torque Cycle
13,655 13,854 14,111 14,603 15,304 16,203 17,035 18,237 18,452 18,806
15,262 15,559 16,338 16,788 16,859 17,093 17,565 18,121 18,603 18,838
15,688 15,906 16,533 16,450 17,340 17,906 18,430 18,517 18,902 18,893
17,928 17,819 17,736 17,883 18,202 18,099 18,356 18,494 17,906 18,163
Preload in lbs
19,000
18,000
17,000
16,000
15,000
14,000
13,000
12,000
Fastener to Fastener Preload Comparison
(Target Preload 18,000 LBS @ 120 FT-LBS)
ARP Ultra-Torque
Moly
EPL
Oil
Product Part No.
ARP Ultra-Torque - (0.5 fl. oz. pouch) 100-9908
ARP Ultra-Torque - (1.69 fl. oz. squeeze tube) 100-9909
ARP Ultra-Torque - (10 oz. brush top container) 100-9910
ARP Ultra-Torque - (20 oz. brush top container) 100-9911
1 2 3 4 5 6 7 8 9 10
Torque Cycle
15,027 13,305 13,793 13,687 12,810 12,945 13,813 13,591 12,110 13,462
15,593 16,451 15,477 15,336 15,554 15,506 16,290 14,908 15,014 16,576
14,876 14,031 15,207 15,766 15,197 13,173 14,619 13,462 14,944 13,247
18,321 18,549 18,025 18,282 18,353 18,028 18,176 18,182 17,929 18,443
93
the tools company

the company tools
94
THREAD SEALER
ARP THREAD SEALER is a premium grade thread sealer that
is designed for use on all wet deck cylinder block applications in
order to prevent coolant leakage past the head bolt threads, while
duplicating the recommended installation pre-loads associated
with all ARP cylinder head bolts and studs. ARP thread sealer
• PTFE based formula w/rust & corrosion inhibitors.
• Effective range: -30˚ to 550˚F.
• Sealant range: 10,000 psi (pressure).
• Application: delivers a flexible leak-proof seal in aluminum,
steel, stainless steel and plastic against coolants, water, gasoline,
natural gas and LPG.
• Designed for use with bolts
Product Part No.
Thread Sealer (1.69 fl. oz.) 100-9904
TOP ENGINE BUILDERS AND
MANUFACTURERS INSIST ON ARP!
Master engine builders in all forms of racing
know that it takes ARP fasteners to win races and
championships.
Bill Mitchell
Owner
World Products
can also be used on pipe plugs, pipe fittings, fuel line fittings or
any fitting that requires a flexible leak proof seal. ARP thread
sealer is designed for use on aluminum, steel, stainless steel and
plastic materials against coolants, water, gasoline, oil, natural gas
and LPG.
They know that ARP makes the best fasteners
in the business. If you’re not using ARP, then what
are you waiting on?
Austin Coil
Crew Chief
John Force Racing
Rick Mann
Chief Engine Builder
ECR Engines
800-826-3045

THREAD CLEANING CHASERS
ARP’s handy thread
cleaning chaser taps are
designed with correct
thread pitch and diameter
to clean dirty blind or
thru holes. Taps come in
five USS sizes: 1/4˝, 5/16˝,
3/8˝, 7/16˝ and 1/2˝, as well
as metric. They are sold individually
or in sets. Please note
that these are strictly cleaning taps
and are not designed to cut thread. They
are a handy addition to the tool box of any serious engine builder and
an essential aid to preparing any block for final assembly. Don’t take a
chance on weakening block and cylinder head threads. Use these handy
thread cleaning chasers whenever possible!
SPARK PLUG INDExER
By allowing you to consistently position spark plug ground electrodes
out of harm’s way, the ARP indexing tool takes the guess-work out of
installing spark plugs where the combustion chamber and high dome piston
clearances is critical. Designed to fit in the palm of your hand, this
tool eliminates the need to perform cylinder head calibration. Best of all,
the ARP indexer is made from aluminum alloy with precision machined
threads that allows you to proof the quality of spark plug threads before
installation in expensive cylinder heads. Anodized for protection and
quick recognition. For use with tapered gasket 14mm plugs.
800-826-3045
OIL PUMP PRIMER KITS
Those first moments an engine runs prior to building oil pressure
are when damage can easily occur. ARP’s Oil Pump Primer Kit lets you
spin the oil pump with a drill motor and bring up the oil pressure prior
to starting the engine. This prevents any unnecessary wear or damage
to rotating, reciprocating and valve train components. ARP’s rugged
primer shafts are rated at 170,000 psi to ensure extended service life
of this valuable tool. They
feature a special billet aluminum
sleeve that accurately
positions the shaft and keeps
it from wobbling.
ROD BOLT
ExTENSIONS
A long taper and full radius prevents nicking and scratching of
crankshaft journals during connecting rod installation. ARP rod bolt
extensions act as a guide during piston and rod installation – they will
also hold the bearing shell in position in some applications. Available
in 5/16˝, 3/8˝ and 7/16˝ extensions are packaged in pairs and are
hard anodize color coded for ease of identification.
Size Part No.
5/16 910-0001
3/8 910-0003
7/16 910-0004
Set of 3 910-0005
Size Part No.
1/4-20 911-0001
5/16-18 911-0002
3/8-16 911-0003
7/16-14 911-0004
1/2-13 911-0005
Size Part No.
M8 x 1.25 912-0001
M10 x 1.25 912-0002
M10 x 1.50 912-0003
M11 x 1.25 912-0004
M11 x 1.50 912-0005
M11 x 2.00 912-0011
M12 x 1.25 912-0006
M12 x 1.50 912-0007
M12 x 1.75 912-0008
Combination Sets Specs Part No.
USS Combo Pack. 5-pc 1/4 through 1/2 911-0006
Metric Combo Pack, 4-pc 1.25 Pitch 912-0009
Metric Combo Pack, 4-pc 1.50 & 1.75 Pitch 912-0010
CHEVROLET
Product Part No.
Spark Plug Indexer 920-0001
Application Part No.
SB & BB and 90˚ deluxe, 9.00˝ O.A.L. 130-8802
FORD
Small block, 1/4˝ hex drive 150-8801
351C, 351W, 351M, 400, 429/460, 5/16˝ hex drive 150-8802
95
the tools company

the company tools
96
TAPERED RING COMPRESSORS
ARP’s new ring compressors are CNC machined from 6061-
T6 billet tube material and feature a true radius for each different
bore diameter. What’s more, they are relieved for wire O-rings on
bottom. Type 3 anodizing is used for long life, and the bore size
is prominently engraved in 3/4˝ high numbers for easy identification.
Standard stocking sizes from 3.552˝ to 4.750˝ (SAE) and
75mm to 95.5mm (metric). The true radius design is far superior
to conventional “tapered” devices, and widely acclaimed by professional
engine builders! This is truly the very best piston ring
compressor on the market today.
Size Part No.
3.552 899-5520
3.572 899-5720
3.800 899-8000
3.830 899-8300
3.900 899-9000
4.000 900-0000
4.005 900-0050
4.010 900-0100
4.020 900-0200
4.030 900-0300
4.040 900-0400
4.060 900-0600
4.070 900-0700
4.080 900-0800
4.090 900-0900
4.100 900-1000
4.105 900-1050
4.110 900-1100
Size Part No.
4.115 900-1150
4.125 900-1250
4.130 900-1300
4.135 900-1350
4.140 900-1400
4.145 900-1450
4.155 900-1550
4.165 900-1650
4.170 900-1700
4.175 900-1750
4.185 900-1850
4.187 900-1870
4.220 900-2200
4.235 900-2350
4.250 900-2500
4.255 900-2550
4.260 900-2600
4.270 900-2700
ROD BOLT
STRETCH GAUGE
Size Part No.
4.280 900-2800
4.290 900-2900
4.310 900-3100
4.320 900-3200
4.330 900-3300
4.350 900-3500
4.360 900-3600
4.375 900-3750
4.390 900-3900
4.400 900-4000
4.440 900-4400
4.470 900-4700
4.500 900-5000
4.530 900-5300
4.560 900-5600
4.600 900-6000
4.625 900-6250
4.750 900-7500
We highly recommend using a stretch gauge when installing
rod bolts and other fasteners where it is possible to measure the
length of the bolt after tightening. It is the most accurate way
to determine the correct pre-load in the rod bolt. Simply follow
manufacturer’s instructions, or use the chart on page 25 of this
catalog for ARP fasteners. Measure the fastener prior to starting,
and monitor overall length during installation. When the bolt has
stretched the specified amount, the correct preload, or torque,
has been applied. We recommend you maintain a chart of all rod
bolts, and copy down the length of the fastener prior to and after
installation. If there is a permanent increase of .001˝ in length
or more, or if there is deformation, the bolt should be replaced
immediately. Don’t chance it! A sample chart is as follows:
ARP offers a highly accurate stretch gauge with a dial indicator
that reads in increments of .0005˝. Features extra heavy
springs for consistent repetition. Comes with a heavy-duty, insulated
plastic carrying case for protection. A “must” for any serious
engine builder.
Size Part No.
75.00mm 901-7500
75.50mm 901-7550
76.00mm 901-7600
76.50mm 901-7650
77.00mm 901-7700
77.50mm 901-7750
78.00mm 901-7800
78.50mm 901-7850
79.00mm 901-7900
79.50mm 901-7950
80.00mm 901-8000
80.50mm 901-8050
81.00mm 901-8100
81.50mm 901-8150
Size Part No.
82.00mm 901-8200
82.50mm 901-8250
83.00mm 901-8300
83.50mm 901-8350
84.00mm 901-8400
84.50mm 901-8450
85.00mm 901-8500
85.50mm 901-8550
86.00mm 901-8600
86.50mm 901-8650
87.00mm 901-8700
87.50mm 901-8750
88.00mm 901-8800
88.50mm 901-8850
Product Part No.
Stretch Gauge 100-9941
Stretch Gauge, billet-style 100-9942
Available in standard
& metric
Size Part No.
89.00mm 901-8900
89.50mm 901-8950
90.00mm 901-9000
90.50mm 901-9050
91.00mm 901-9100
91.50mm 901-9150
92.00mm 901-9200
92.50mm 901-9250
93.00mm 901-9300
93.50mm 901-9350
94.00mm 901-9400
94.50mm 901-9450
95.00mm 901-9500
95.50mm 901-9550
800-826-3045

800-826-3045
PROMOTIONAL MATERIALS
P.O.P. POSTERS
There are four distinctive point-of-purchase posters
available from ARP, each covering an important
product group. They measure 24˝ by 12˝.
Product Part No.
Rod Bolts 999-9901
Cylinder Head & Main Studs 999-9902
Valve Train Components 999-9903
Stainless Steel Accessory Bolts 999-9904
BANNERS
You’ll see these familiar banners at race tracks
from coast to coast, and you can have one for your
facility, too. They’re screened on heavy-duty cloth
and have grommets on the corners. They measure 5
feet by 3 feet.
Product Part No.
Banner 999-9950
PLAN-O-GRAMS
These product layouts will help you showcase
popular items. They feature full color product photos,
with provisions to display the product itself.
The Plan-O-Gram is calculated on a 1˝ spaced grid
pattern so it can be used on pegboard, gridwall, etc.
The first offering measures approximately 2´ wide
by 4´ tall, with a larger version under development
at press time.
Product Part No.
Driveline Planogram - 24˝ x 48˝ 999-9975
Accessory Planogram - 24˝ x 48˝ 999-9976
Driveline Header Card - 24˝ x 5˝ 999-9977
Accessory Header Card - 24˝ x 5˝ 999-9978
General Header Card - 24˝ x 5˝ 999-9979
d r i v e l i n e Fa s t e n e r s
The World Leader in Racing Fastener Technology
a c c e s s o r y Fa s t e n e r s
The World Leader in Racing Fastener Technology
#999-9977
#999-9978
97
the tools company

the company
98
TRIBUTE TO SMOKEY YUNICK
For many years “Smokey” Yunick served as a valued tech consultant and
spokesman for ARP. He was a popular host of our Tech Seminars at trade
shows, and his knowledge of fasteners was truly astounding. Smokey
passed away in 2001, but his wit and wisdom will live on. Here are a few
of his observations and tech tips. R.I.P, Smokey!
Yesterday, fastener technology was pretty much “cut and try.”
Often times the thinking was, if it breaks go to one size bigger.
The game of substituting aircraft fasteners didn’t work either.
Although the quality was there, aviation fasteners simply didn’t
exist for across-the-board substitution. They still don’t.
In real life there was no bullet-proof manufacturer of fasteners
specifically for race cars. There were attempts by various
fastener manufacturers to
claim expertise on a few special
applications like rod bolts
and wheel studs. But in reality,
results were mixed, from
good to terrible.
It’s this simple; properly
designing racing fasteners
requires the skills of metallurgists,
stress analysts and
engineers. And to make them
requires special machinery and
manufacturing techniques. It
is also a fact that there is no
way to do this cheaply, or in
high volume production.
Hall of Fame Mechanic
“Smokey” Yunick
I was asked to be a spokesman
for ARP. Because I had
never done this before, I made
it a point to visit the ARP manufacturing facilities to see if their
products were good enough for me to endorse comfortably. The
visit blew my mind. I’ve been around some nut and bolt joints
before, but nothing I’d seen before could compare with the quality
of inspection of the raw materials and their manufacturing process.
Examining the “Over-Kill” fallacy
If there’s one thing I’ve heard over and over from visitors to
trade shows and races it’s,“Your fasteners are great. I’m not having
any problems but I’m being told, by your competitors, that ARP is overkill
and therefore I’m wasting some money when I buy ARP pan bolts,
manifold bolts or just about everything except for certain critical
engine, drive train or suspension fasteners.” My first instinct is to
say they are full of _ _ _ _.
But the subject is worth talking about. Cost is an important
consideration when you choose a particular vendor’s offering. Still,
if you use lesser quality fasteners and they were not subject to many
assembly and disassembly cycles, by people with varying skills
from professional to rank amateur. Maybe, just maybe, you could
make a case for minimum grade fasteners that are over designed,
size-wise, to allow a reasonably safe application for conservative
usage.
Now, lets get back in our world. The real world. We can expect
the engines and vehicles to be leaned on, from a little to beyond any
sensible extreme. We can expect 10 or more assembly/disassembly
cycles. We can expect over-torquing, which will leave the fastener
looking 100% but actually in a condition RED, semi-failed mode.
We can expect some fasteners that are minimal in quality to end
up in a critical, high-stress area. We can’t expect everyone to be
able to look at a fastener and determine its quality by looks, or
even by markings. So we leave ourselves wide open for expensive
and possibly dangerous results. For the amount of money saved by
“type rating” every fastener’s capability, and consideration of a long
range view of the best mix of customers, I recommend all fasteners
be of a quality that does exceed the minimum standards.
“It’s to your advantage to know fasteners.”
To thoroughly understand it all would require at least 4 specific
engineering degrees and 20 years of hands on experience in
each. Nothing is forever, but take my word for it, ARP is the only
game in town today. Just about every successful racer I know today
uses their stuff 100%. You can help yourself in reference to material
specs, thread lubes and torque techniques, also in fastener
maintenance and handling. If you do a good job here, you’ll never
lose position in a race from fastener failure.
There are many “little things” to consider
1. When you use a locking chemical for studs, bolts or even nuts,
consider if you really need it.
2. If you are using a locking chemical, don’t force nuts off or studs
out without a proper first step, like heat or release chemical.
3. If you can’t easily screw a nut and bolt together by hand they
shouldn’t be used.
4. Consider the importance in regard to how many exposed
threads are left when fastener is set. Turns out this has a bearing
on necessary torque and ultimate strength of the fastener.
5. Gradually try to understand and learn the difference in the
various steels used in fasteners.
6. Turns out, the best way to consider a fastener as a spring of
correct elasticity for that specific job. Yup, a fastener works best
when stretched a specific amount.
7. You have got to start studying fasteners just like you do pistons,
cranks, rods, etc. There’s a lot to learn if you know what to
look for.
8. The more you understand all the design limitations of fasteners,
the better the engine durability will be.
9. If you can’t stretch the bolt enough, it can still fatigue, lose
torque or get loose.
10. Use a stretch gauge whenever possible. This is the only foolproof
method of getting the correct clamping force.
11. Get access to a master gauge to check your torque wrenches.
You’d be surprised at how many torque wrenches read incorrect.
12. Don’t forget that you’ll get different torque readings when
using different lubricants.
13. Always use ARP fastener assembly lubricant whenever possible.
Get the “Inside Scoop” in Smokey’s book...
In addition to being one of racing’s most famous innovators
and personalities, Smokey Yunick was known for being opinionated
on many matters. He told it like it was, according to
Smokey. Before his passing, Yunick spent considerable effort
compiling anecdotes from his illustrious career. It’s a “must have”
book for anyone who is into auto racing. From Daytona Beach
to Indy, Smokey lets it rip!
For details on purchasing
Smokey’s book or apparel call
866-SMOKEY2 or visit: www.
SmokeyYunick.com
800-826-3045

ARP RACING JACKET
Our colorful “checkered flag” racing jacket would be a welcome
addition to any race fans wardrobe. There’s a full nylon lining with
a handy zippered pocket. A heavy-duty metal zipper provides
closure, while an elastic waistband and cuffs, plus generous side
pockets, round out the technical features. Graphically, there’s a
large ARP logo embroidered on the back and a smaller version in
front. These jackets are available in L and XL sizes only.
HATS
RACING T-SHIRTS
Our T-shirts are heavy-duty 100% cotton and built to last!
Adult sizes are available in three popular colors: white, sand and
ash while childrens sizes are available in white, orange and ash.
On the back is a large silk-screened full-color graphic with a
“blueprint” theme and a small Automotive Racing Products logo
is screened on the front. ARP T-shirts are available in sizes Small
to XXXL for adults and Small (6-8), Medium (10-12) and Large
(14-16) for children. Please state sizes when ordering.
UNIFORM PATCHES
Add color to your jacket, crew uniform, driving suit or
shop apron with
these top quality
embroidered
emblems. They
measure approximately
5˝ wide
by 2˝ tall.
800-826-3045
HOODED SWEATSHIRT
ORDERING PROCEDURES
All apparel must be ordered directly from ARP. Our dealers do not
handle apparel. You may charge the order to your Visa or Master Card
account. Please make sure you order the correct sizes, as we have a very
strict return policy. Appropriate shipping charges will be added to each
order; plus sales tax for California residents.
CHECKERED FLAG
JACKET
back
RACING T-SHIRTS
SHOP APRON
SWEATSHIRT
APPAREL
All ARP apparel is sold on the basis of your being responsible for sizes.
If there is a problem, you must return the garment to ARP within a week of
receipt. Any garment that has been worn and soiled, dry cleaned or laundered,
cannot be returned.
99
the apparel company

ARP ®
Quality Fasteners...
The Reliable Way To Assemble An Engine!
Sales Policy & General
Information
Hours of Operation: 7:30 AM to 4:30 PM Monday through
Friday (Pacific Standard Time). Will Call Hours: 8:00 AM to
4:00 PM Monday through Friday at Ventura location only.
For technical assistance, direct all written correspondence to
the address below or E-mail us at info@arpfasteners.com or
visit one of our web sites at arp-bolts.com or arpdiesel.com.
Orders
Call 805-339-2200 and request the order desk.
FAX orders should be sent to 805-650-0742.
E-mail orders to: arp-esales@arpfasteners.com
Prices
All prices are subject to change without notice. Warehouse,
Distributor and Jobber price lists are available directly from
ARP or local parts suppliers. ARP ®
encourages local retail
sales. In the event there is no supplier or special assistance is
required, you may contact ARP ®
directly at 805-339-2200.
®
All ARP
Fasteners Are Proudly Made In The U.S.A.
arp-bolts.com arpdiesel.com toll free 800-826-3045
1863 Eastman Ave. Ventura, CA 93003 USA • Local: 805-339-2200 • Fax: 805-650-0742
ARP ® Special Projects Department –
Ask us what we can make for you!
Terms
Orders may be paid for using VISA, MasterCard or American
Express. All orders and open accounts are subject to credit
approval by ARP. ®
Shipping
Normal shipping is United Parcel Service Ground. Next Day Air,
2nd Day Air, and 3-Day Select are also available. Orders must
be processed by 12:00 noon (PST). All orders are shipped
freight collect.
Merchandise Returns
Contact a customer service representative if you are not
completely satisfied with the performance of a product manufactured
by ARP ®
to obtain an RMA. Always include a copy of
the original invoice.
A list of worldwide ARP ®
retailers is continually updated at arp-bolts.com